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DAILY VEHICLE 4X4RANGEBODYBUILDERINSTRUCTIONS

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ISSUE 2007

Publication Edited by:Technical ApplicationStrada delle Cascinette, 424/3410156 Turin - Italy

Publication Nr. 603.93.761 - 2nd EditionPrinted in Italy - 11.07

B.U. TECHNICAL PUBLISHINGIveco Technical PublicationsLungo Stura Lazio, 15/1910156 Turin - Italy

Produced by:

d.lachello

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Print 603.93.761 Base - November 2007

Update data

DAILY 4x4

Bodybuilders instructionsPrint 603.93.761 - 2nd editionBase - November 2007

UPDATE DATA

Section Description Page Revision date

2 Entered centre of gravitymaximum heights data

12 November 2007

Base - November 2007 Print 603.93.761

Update data

This publication provides the data, features and instructions for vehicle fitting and modifications.

It is intended for qualified, skill personnel. The body builder is responsible for designing the fitting, its modification and execution,and will have to ensure compliance with the provisions both of this publication and the law regulations in force.

Prior to carrying out any work, make sure you have the publication of the vehicle model on which you are about to work. Also makesure that all the accident-prevention equipment such as, for instance, goggles, helmet, gloves, boots, etc. as well as the working, liftingand handling equipment are available and in goodworking order. Finally, make sure that you operate on the vehicle in such conditionsas to ensure maximum safety.

The execution of the work by strictly complying with the above provisions, as well as the use of the components shown, ensure thatthe work is carried out correctly and safely.

Any change, modification or fitting not covered by this manual and not expressly authorized in written by IVECO will relieve thelatter of any responsibility and make, in particular, the vehicle guarantee null and void.

IVECO is available to provide all and every explanation required to carry out the work and also help you handle the cases not dealtwith in this publication.

After every single intervention, the functioning, efficiency and safety conditions established by IVECO shall be restored. Contact theIVECO service network for vehicle set-up, if necessary.

IVECO shall not be responsible for any change, modification or fitting concerning the vehicle.

The data and information contained in this publication may not be updated due to the changes made by IVECO, at any time, fortechnical or commercial reasons, or to make the vehicles comply with the law regulations in force in the different countries.

In case of disagreement between the provisions included herein and the actual vehicle make-up, contact IVECO prior to carryingout any work.

General danger

It includes the dangers of above described signals.

Danger of serious damage for the vehicle

Partial or complete non observance of these prescriptions can cause serious damages to the vehicle and sometimesguarantee lapse too.

Environment protection

It indicates correct behaviour in order that vehicle use is environmentally friendly as much as possible.

Danger for persons

Missing or incomplete observance of these prescriptions can cause serious danger for persons’ safety.

Symbols - Warnings

!

Foreword

It indicates an additional explanation for a piece of information.NOTE


Foreword

Page header and footer interpretation

Vehicle type Section titleSection number -page number

Printnumber

Chapter title Basic edition -month year


Foreword


Index of section

INDEX OF SECTION

Section

General specifications 1

Chassis modifications 2

Fitting superstructures 3

Power Take-offs 4

Specific information and instructions 5


Index of section

GENERAL SPECIFICATIONS 1-1DAILY 4X4


Index

Index

SECTION 1

General specifications

Page

1.1 Aim of bodybuilders instructions 1-3

1.2 IVECO approval for changes and fittings 1-3

1.3 Liabilities 1-4

1.4 Guarantees 1-4

1.5 Request for approval 1-4

1.6 IVECO technical documents available by means of computer 1-5

1.7 Trademarks and Logos 1-5

1.8 Legal Provisions 1-5

1.9 Prevention of accidents 1-6

1.10 Choice of material to use: Ecology - Recycling 1-6

1.11 Vehicle delivery 1-7

1.12 Vehicles identification 1-8

1.13 Dimensions and masses 1-9

1.13.1 General Specifications 1-9

1.13.2 Determining the Centre of Gravity of the Body and Payload 1-10

1.13.3 Observing the Permitted Weights 1-13

1.14 Instructions for the Correct Functioning of the Parts of the Vehicle and Accessibility for Maintenance 1-14

1.15 Quality System management 1-15

1.16 Vehicle maintenance 1-15

1.17 Conventions 1-16

1-2 GENERAL SPECIFICATIONS DAILY 4X4


Index



Aim of bodybuilders instructionsAim of bodybuilders instructions

Aim of bodybuilders instructionsAim of bodybuilders instructions

1.1 Aim of bodybuilders instructions

The purpose of this publication is to provide data, specifications and instructions for the bodybuilding and conversion of an originalIVECO vehicle to ensure the functionality, safety and reliability of the vehicle and its components.

1.2 IVECO approval for changes and fittings

Changes must be carried out in accordance with the requirements set out in the following guidelines.

The following may be carried out only with IVECO’s approval after submitting a copy of the documentation required for technicalevaluation of the proposed change (drawings, calculations, technical report etc.):

- wheelbase modifications, whereby the value of the newly obtained wheelbase does not fall within the minimum and maximumvalues available within the IVECO range for the same vehicle;

- work carried out on the braking system;

- work carried out on the suspension system;

- steering wheel modifications;

- changes to the stabiliser bars and suspensions;

- changes to the cab, cab supports, locking and tipping devices;

- changes to the engine intake and exhaust systems

- engine cooling system modifications;

- power unit and driving component modifications;

- work carried out on front and rear axles;

- fitting decelerator brakes;

- fitting power take-offs;

- changing the tyre dimensions;

- coupling device (hooks, fifth wheels) modifications;

- electric/electronic unit modifications.

The other modifications of fittings covered by the following standards and made in compliance with the same do not require specificapproval from IVECO. Any modification or fitting not covered by these standards shall, on the contrary, be authorized by IVECOin advance.



Liabilities

Liabilities

1.3 Liabilities

The authorizations issued by IVECO concern solely the technical/conceptual feasibility of the modification and/or fitting to bemade on a genuine IVECO vehicle.The bodybuilder is responsible for the:

- project of the modification or fitting;

- choice and features of the products used;

- workmanship of the modification or fitting;

- compliance of the project and its implementation with all the instructions provided by IVECO;

- compliance of the project and its implementation with all the current regulations in the country where the vehicle is registered;

- the functionality, safety and reliability and in general the effective performance of the vehicle and also the effects that the changesand the conversion may have on vehicle performance and specifications.

1.4 Guarantees

The bodybuilder/chassis converter who has built the body or who has modified the chassis must guarantee that the work wasundertaken in a professional manner in full compliance with the specifications contained in this manual. IVECO reserves the rightto declare void its own warranties for the vehicles where:

- these specifications have not been adhered to or where unauthorised equipment was installed, or unauthorised modificationswere carried out;

- an unsuitable frame has been used for the required conversion or application;

- the specifications, standards or instructions issued by the Manufacturer for the flawless execution of the operations have notbeen heeded;

- original spare parts or components which the Manufacturer has made available for specific interventions were not used;

- read and respect the safety standards and symbols applied before any operation;- do not use the vehicle for applications other than those for which it is designed.

Maintaining the functionality of vehicle components.The effective operation of vehicle components, all component safety and running conditions, com-pliance with national and international regulations (e.g. EC Directives) and also accident preventionstandards must naturally be guaranteed in all permitted conversions and applications.All our vehicles are covered by a warranty as laid down in the specific documents.The bodybuilder must arrange to carry out operations at least in an equivalent manner.

1.5 Request for approval

The requests for approval or support to carry out work ormake modifications or fittings shall be forwarded to the IVECOmarke-ting offices in charge.

To obtain the approval, the body builder shall provide adequate documents that illustrate the anticipated implementation, utilizationand conditions of use on the vehicle. The drawings shall highlight any item differing from the instructions contained in this manual.

The body builder shall submit the modification and/or fitting to the competent authorities for approval.



IVECO technical documents available by means of computer

IVECO technical documents available by means of computer

1.6 IVECO technical documents available by means of computer

The following technical documents are available on the Internet at www.thbiveco.com:

- directives for transformation and equipping of vehicles;

- technical cards;

- chassis cab diagrams;

- chassis diagrams;

- other specifications concerning the vehicle range.

The body builder shall submit the modification and/or fitting to the competent authorities for approval.

1.7 Trademarks and Logos

Trademarks, nameplates and denominations must not be modified or displaced in relation to the original design. The appearanceof the vehicle must not be changed or modified.

The application of trademarks tied to the transformation or trim levels must be authorised by IVECO. They must not be appliednear to the IVECO tradenames or logos.

IVECO reserves the right to withdraw the tradenames and logos if the fitting or conversion fails to conform with requirements. Thebodybuilder accepts all responsibility for the entire vehicle.

Instruction for added assemblies

Where assemblies are added, the bodybuildermust provide the necessary service andmaintenance instructions when the vehicleis delivered.

1.8 Legal Provisions

On completing the vehicle, the bodybuilder/chassis converter must check the work (modifications, body + equipment etc.) toensure that the legal provisions required in the country of registration are observed (e.g. weights, dimensions, braking, noise,emissions etc.). Information regarding these matters may be obtained from the competent Authorities or the IVECOAreaNetwork.

The vehiclesmanufactured at our plant (except some versions for Extra-European countries) comply with the EC directives. Conver-ted vehicles must also comply with these directives. The only permissible exception is granted where local type approval differs fromEC homologation.



Prevention of accidents

Prevention of accidents

1.9 Prevention of accidents

Do no allow unauthorised personnel to work on or operate the vehicle.

It is forbidden to use the vehicle if its safety devices have been tampered with or damaged.

The structures and devices fitted to the vehiclesmust complywith the current regulations concerningthe prevention of accidents and safety regulations in force in the countries where the vehicle is to beused.

All the precautions dictated by technical awareness must be adopted to prevent malfunction and functional defects.

Compliance with these regulations will be the responsibility of the manufacturers of the structures and devices.

!Components such as seats, coverings, linings, protective panels etc.may represent a potential fire haz-ard if they are exposed to an intense heat source.

Arrange for their removal before working with welding equipment and flames.

1.10 Choice of material to use: Ecology - Recycling

Increasingly greater attention should be paid, at the study and design stage, to the choice of materials to be used.

This is especially the case as regards the aspects connected with ecology and recycling in the light of domestic and internationalregulations that are constantly being developed in the sector.

In this connection:

- everyonemust be aware of the prohibitions on using harmful or potentially hazardousmaterials, such as ones containing asbestos,lead, halogen additives, fluorocarbons, cadmium, mercury, hexavalent chrome, etc.

- Use materials whose processing produces limited waste and that permit easy recycling after their first use.

- With composite synthetic materials, use components that are compatible with each other, envisaging also their possible utiliz-ation with the addition of other salvaged components. Affix the markings required in compliance with the current regulations.

- Batteries contain substances that are very hazardous to the environment. When replacing batteries, we advise contacting theservice network, which is suitably equipped for battery disposal in compliance with environmental policies and laws.

In order to comply with EC directive 2000/53 (ELVs), IVECO S.p.A. prohibits fitting parts containinglead, mercury, cadmium and hexavalent chrome to vehicles (except for the departures referred to inAttachment II of the above directive).



Vehicle delivery

Vehicle delivery

1.11 Vehicle delivery

Prior to delivering the vehicle, the body builder shall:

- verify that the work has been made correctly;

- perform vehicle and/or equipment set-up;

- check the operation and safety of the vehicle and/or equipment;

- prepare and deliver the necessary instructions for service andmaintenance of the fitting and any additional units to the end custo-mer;

- write the new data down on the special tags;

- confirm that the work carried out complies with the indications provided by the vehicle manufacturer and with the law regula-tions;

- carry out the checks included in the ”IVECO Pre-Delivery inspection” list (available from the IVECO network) with regard tothe items affected by the work done;

- provide a guarantee for the modifications made;

- in the event that the connections originally provided with screws have been mounted and restored, the same screws shall notbe used. In such an instance, and in the event that nails have been replaced with screws, you must check again the closing ofthe connection after travelling approximately 500-1000 km.

- measure the battery voltage. Ensure there is a minimum charge of 12.5 V. If the voltage reading is between 12.1 and 12.49 V,recharge the battery (slow charge). If the voltage is less than 12.1 V, the battery must be scrapped and replaced with a new one;

- the batteries must be serviced at regular intervals until the vehicle is handed over to the customer to prevent problems of lowcharge, short-circuits or corrosion. IVECO reserves the right to terminate the battery warranty if the maintenance proceduresrequired by the IVECO network are not observed.



Vehicles identification

Vehicles identification

1.12 Vehicles identification

The commercial designation of IVECO vehicles is not the same as the type approval (homologation) designation. Two typesof commercial designation are shown below with the meaning of the codes used:

GVW(tx10)

Class Enginerating(HP:10)

Version Suspension

3 5 S 1 8 W - -

5 5 S 1 8 W - -

Class Rear wheels GVW (t) VersionS single 3.5 - Truck

D Crewcab 6+1

Suspension- mechanic



Dimensions and masses


1.13 Dimensions and masses

1.13.1 General Specifications

The dimensions and maximum permissible weight on the axles are indicated on the bodybuilder layout drawings, on technicalspecification sheets and, in greater details, on the official documentation issued by the Company. The kerb weights refer to vehicleswith standard equipment. Special equipment may involve considerable modification to the weight and its distribution on the axles.

On our vehicles, lights and rear-view mirrors are designed for widths of up to 2350 mm.

Weighing the Chassis

As a result of production factors there could be at a ±5% variation in the published weights for models 35S and a ±3% for models55S.

It is therefore, advisable to weigh the vehicle in the chassis cab condition before fitting the body and equipment and establish theweight distribution on the axles.

Body conversions

The body building limits for each model are mainly defined by the following:

- weight distribution on the axles;

- width of the mirrors used;

- position of the rear under run-bar.

Greater values in compliancewith theweights permitted on the axlesmay be authorized by IVECO aftermodifying such componentsas the chassis, under run-bar, mirrors, etc.




1.13.2 Determining the Centre of Gravity of the Body and Payload

Positioning on the longitudinal planeTo establish the location of the centre of gravity of the body and payload the following examples belowmay be used as guidelines.

The technical documentation specific to eachmodel (chassis cab drawing) give the positions permittedwith the vehicle in its standardform. The masses and positioning of the single components of the vehicle are given in the chassis and weight distribution diagram.

102452

respectively L1 = L − W2 ⋅ LW

Figure 1.1

W = Body + payload (kg)

W1 = Body and payload acting on front axle (kg)

W2 = Body and payload acting on rear axle (kg)

L1 = Distance of the centre of gravity from the rear axle centre line (mm)

L = Wheelbase (mm)

L1 =W1 ⋅ LW

Example of calculation of the load barycentre positionConsider a 40C13 vehicle with a wheelbase of 3450 mm with:

1. GWW= 4200 kg (permitted maximum: 1900 kg on the front and 3100 kg on the rear)

2. KERB WEIGHT = 1955 kg (1340 kg on the front axle, 615 kg on the rear)

The permitted maximum load (body + payload) will be W = 4200 - 1955 = 2245 kg. Let us calculate the position of the centerof gravity in which the maximum permitted on the front axle is achieved. Let us assume an uniform distributed load .

In this case, out of 2245 kg. W1 = 1900 - 1340 = 560 kg will affect the front axle, while the remaining W2 = 2245 - 560 = 1685kg will affect the rear axle.

Thus, the following will be obtained:

1. W1 = 560 kg

2. L = 3450 mm

3. W = 2245 kg

L1= W1 x L / W = 860 mm

The center of gravity of the load (Body + payload) must not be more than 860 mm far from the rear axle; otherwise, the frontaxle would be overloaded.




In order to determine the payload on the axles, it must be uniformly distributed except when the shape of the loading surface itselfentails a different distribution of the load.

Regarding any equipment, the actual position of the centre of gravity must be used.

When building bodies or containers, loading and unloading systems must be devised which preclude excessive variations in thedistribution of the load and/or excessive loads on the axles. Relevant instructions should also be given to the operator.

Uniform load distribution Uneven load distribution

Uniform load distribution Uneven load distribution(beware of axle loads and minimum axle ratio)

102453

Figure 1.2

Figure 1.3




Height of the centre of gravity

The height of the centre of gravity of the chassis cab is given in the technical documentation specific to each model (chassisdrawing).

For testing the vehicle complete with superstructure, the bodybuilder must check that the height of the centre of gravity of theequipment including the payload, or of the entire vehicle when fully loaded, falls within the maximum permitted values.

These limits are defined in compliance with the national or international regulations (e.g. as amended by the current EC brakingDirective) or requested by the Manufacturer to ensure good handling of the vehicle (e.g. transverse stability of the moving vehicle).

Figure 1.4

Verification with full load:

102454

Ht=Wc . Hc + Wb . HbWc + Wb

Hb= (Wc + Wb) . Ht − Wc . Hc

Wb

Wc = Chassis cab vehicle kerb weight

Hc = Height of centre of gravity of chassis cab vehicle (laden condition)

Wb = Body and payload

Hb = Height of centre of gravity of body and payload in relation to ground

Wt = Vehicle weight when fully loaded

Ht = Height of centre of gravity of vehicle with full load

To check the vehicle with its body but no payload, use the above formula but for Ws use only the vehicle unladen weight (Theposition for Hv will depend on the load and deflection of the suspension).

The height of the centre of gravity indicated in Table 2.6 represents values which are not to be exceeded for each given equipmentlevel. These values have been calculated only in terms of the transverse stability of the vehicle and are applicable to a mid wheelbase.Any other possible restrictive specification, e.g. braking regulation, should be taken into consideration.

The values given in Table 2.6 refer to the body with fixed payload. In versions where the payload tends to move sideways (e.g.suspended loads, fluid loads etc.) especially when turning, higher dynamic transverse forces is generated which makes the vehicleless stable. This must be taken into consideration when providing vehicle operating instructions or for possible reduction in theheight of the centre of gravity.




Using Stabiliser BarsSupplementary stabilising or anti-roll bars, where available, spring reinforcements or the application of rubber components (in

compliance with point 2.11) may increase the height of the centre of gravity of the payload which must be defined as each occasionarises. The modification must be carried out after careful consideration has been given to the specifications of the version, to thewheelbase and to the distribution of the cross-stresses acting on the suspension both at the front and at the rear of the vehicle.It must be borne in mind that it is often advisable to modify the rear axle only since a modified front axle would give the driver afalse sense of stability making it more difficult to perceive the safety limits. Modification to the front axle may be made where theload is positioned behind the cab (e.g. crane) or where the superstructures are very rigid (e.g. van conversion).

1.13.3 Observing the Permitted Weights

All the limits specified on the IVECO documents must be complied with. It is essential that the maximum weight on the frontaxle is not exceeded, under any load condition, so as to ensure the correct steering and braking characteristics regardless of theroad surface conditions.

Particular attention must be taken with vehicles where the load is concentrated on the rear overhang (e.g. cranes, tail lifts, trailers)and to vehicles with short wheelbases and a very high centre of gravity.

Ensure transverse loads are properly distributed when positioning auxiliary components and superstructures. A +4% variation onthe rated load (50% of load on the axle) is permissible for each wheel (for example: permissible load on axle 3000 kg; 1440 to 1560kg allowed for each wheel side); in compliance with load allowed by tyres, without affecting braking properties and vehicle drivingstability.

Apart from different specifications for specific vehicles, the following may be taken to be the minimum weights for the front axle:30% of the total vehicle weight (with uniformly distributed loads and with loads concentrated on the rear overhang).

The rear overhang of the body must be built in strict observance of the permitted axle loads, the minimum load required on thefront axle, the limitations in length, the positioning of any tow hook and of the rear under-run guard stipulated by the relevantNational and EC regulations.

Variations in the Permissible Weight

Special exceptions to the maximum permissible weights may be granted for particular applications for which, however, preciselimitations regarding the use will be imposed in addition to possible vehicle reinforcements.

Such exemptions, if they exceed the limits imposed by law, must be authorised by the Government Administrative Authority.

The request for authorisation must include:

- vehicle type, wheelbase, identification number, designated use;

- unladen weight on the axles (e.g. vehicles equipped with crane) including positions for the centre of gravity of the payload;

- proposals concerning the reinforcement of the vehicle components where necessary.

The reduction in the permissible weight on the vehicle (derating) may involve changing various components such as suspension,brakes etc) and may require recalibration of the load sensing valve where one is fitted. In these circumstances necessary instructionsmay be provided.



Instructions for the Correct Functioning of the Parts of the Vehicle and Accessibility for Maintenance

Instructions for the Correct Functioning of the Parts of the Vehicle and Accessibility for Maintenance

1.14 Instructions for the Correct Functioning of the Parts of the Vehicleand Accessibility for Maintenance

As a rule, when modifying or installing any type of equipment, nothing must be altered which prevents the correct functioningof assemblies and parts of the vehicle under all operational conditions.

For example:

- Ready access to all parts requiring inspection or maintenance and periodic servicing must be provided. In the case of closed bodytypes suitable opening doors must be provided.

- For tilting cabs, adequate space permitting tilting must be assured. In the case of structures which involve the space above thedriver’s cab, adequate space for the passage of intake air must be guaranteed.

- Service access to chassis/driveline components must be retained. For instance repairing the gearbox or clutch must be possiblewithout necessitating the removal of major components of the added structure.

- The cooling system (radiator cowling, radiator, air passages, cooling circuit etc.), fuel supply (pump position, filters, pipe diameter,etc.) and the engine air intake must not be altered.

- The anti-noise panels must not be altered or moved in order to prevent changes in the approved noise levels of the vehicle.Should it be necessary to make openings (e.g. for the longitudinal runner of the body to pass through) these must be properlyclosed off using material with inflammability and soundproofing characteristics equivalent to those used originally.

- Adequate ventilation of the brakes and battery case (especially in the case of vans) must be guaranteed.

- When positioning the mudguards and wheel arches, the rear wheels must be free to rebound even when used with chains.

- When the vehicle has been set up, for safety reasons, headlight attitude must be checked and adjusted as necessary. Performthe adjustment according to the instructions provided in the use and maintenance manual.

- In the case of parts which are supplied loose (e.g. spare wheel, chocks) it will be the responsibility of the bodybuilder to positionand secure them in an accessible and safe manner in compliance with possible national laws.



1.15 Quality System management

For some time IVECO has been promoting Quality System development and training for bodybuilders.

This is a requirement due not only to compliancewith domestic and international regulations on product liability, but also the growingdemand for increasingly higher quality levels. The creation of new forms of organization in the various sectors and the quest forincreasingly more advanced levels of efficiency.

IVECO believes it essential for bodybuilders to be equipped with an organization where the following are defined and available:

- Organization charts for functions and responsibilities.

- Quality system.

- Quality goals.

- Technical design documentation.

- Process and control phases with relevant resources.

- Product improvement plan, obtained also with corrective actions.

- After sales service.

- Staff training.

- Manufacturer liability documentation.

1.16 Vehicle maintenance

In addition to making the necessary checks on the outfit in keeping with customary working procedures, the bodybuilder shallperform the checks specified in the “IVECO pre-delivery inspection” list, which can be obtained from the IVECO network, for theaspects affected by the modifications performed.



Convention

Convention

1.17 Conventions

In these bodybuilders instructions, the wheelbase is taken as the distance between the centreline of the first steering axle andthe centreline of the first rear axle (driven or non-driven). This definition differs from the definition of wheelbase in the CEDirectives.The rear overhang is taken as the distance between centreline of the last axle and the rear end of the chassis runner. For dimensionsA, B and t of the frame and counterframe section please refer to the figure below.

Figure 1.5

120360

CHASSIS MODIFICATIONS 2-1DAILY 4x4


Index

Index

SECTION 2

Chassis modificationsPage

2.1 General instructions for chassis modifications 2-5

2.1.1 Specific Precautions 2-5

2.2 Protection against Rust and Painting 2-7

2.2.1 Original components 2-7

2.2.2 Added or modified painted parts 2-10

2.2.3 Precautions 2-11

2.2.4 Exceeding the Limits 2-12

2.3 Drilling the Chassis 2-13

2.3.1 Screws and nuts 2-13

2.3.2 Characteristics of the material to be used when modifying the chassis 2-13

2.3.3 Stresses on the chassis 2-14

2.3.4 Welding the Chassis 2-15

2.3.5 Closing of existing holes 2-16

2.4 Modifying the Wheelbase 2-17


2.4.2 Authorisation 2-17

2.4.3 Consequences for steering 2-17

2.4.4 Effect on Braking 2-17

2.5 Modifying the Rear Overhang 2-18

2.5.1 Authorisation 2-18

2.6 Installing a Towing Device 2-18


2.6.2 Traditional towing hooks 2-19

2.6.3 Hook types 2-22

2.6.4 Lowered Rear Cross Member 2-22

2.7 Installing a Supplementary Axle 2-24

2.8 Modifying the Drive Line 2-24

2.8.1 Permitted lengths 2-24

2-2 CHASSIS MODIFICATIONS DAILY 4x4


Index

Page

2.8.2 Determining Driveshaft Positions 2-27

2.9 Modifications of the engine air intake and exhaust system 2-29

2.9.1 Intake 2-29

2.9.2 Engine exhaust 2-29

2.10 Modification of the Engine Cooling System 2-30

2.11 Work on the Suspension 2-31


2.12 Heating/Air conditioning system modifications 2-32

2.12.1 Installation of a Supplementary Heating System 2-32

2.12.2 Installing an Air-Conditioning System 2-33

2.13 Cab Modifications 2-34


2.13.2 Roof Panel Modifications 2-35

2.13.3 Occupant protection 2-37

2.14 Changing the Size of the Tyres 2-38

2.15 Modifications to the Braking System 2-39

2.15.1 General remarks 2-39

2.15.2 Brake pipes 2-39

2.15.3 Fitting pipes on the vehicle 2-40

2.15.4 Instructions for adjusting the braking load proportioning valve 2-43

2.16 Electrical System: Modifications and Drawing-Off Power 2-48

2.16.1 Earth points 2-50

2.16.2 Electromagnetic compatibility 2-56

2.16.3 Additional equipment 2-63

2.16.4 Current drawing 2-66

2.16.5 Additional Circuits 2-74

2.16.6 Operations to adjust overhang 2-75

2.16.7 Provision for trailer 2-75

2.16.8 Side Marker Lights 2-78

2.17 Repositioning Parts and Mounting Auxiliary Assemblies and Equipment 2-80



Index

Page

2.18 Retarder Installation 2-82

2.19 Modifications to the Rear Underrun 2-82

2.20 Rear mudguards and wheel boxes 2-83

2.21 Mudflaps 2-83

2.22 Side Guards 2-83

2.23 Chocks 2-85



Index



General instructions for chassis modifications

2222.2


2.1 General instructions for chassis modifications

Particular attention must be given to the following points:

- Welding to the bearing structures of the chassis is explicitly prohibited (with the exception of the items described at points2.3.4, 2.4 e 2.5);

- Holes in the flanges of the side members are not permitted (except for the items described at point 2.3.4);

- Where riveted connections exist and can be modified as explained below, these can be replaced by flanged-head screws andnuts of min. class 8.8 or by hex screws of the next greater diameter and self locking nuts. Screws greater than M12 must notbe used (max. diameter of hole 13 mm) unless otherwise specified.

- In cases where the original joints were detached and rejoined with bolts it is forbidden to reuse the same bolts. In this eventand when rivets are replaced with bolts, the bolt torque must be checked after the vehicle has been driven approximately 500÷ 1.000 kms.

2.1.1 Specific Precautions

!During the welding, drilling, grinding and cutting operations when working in the proximityof brake lines and particularly if these are of plastic material or electric wiring, care must betaken to ensure their protection.Where necessary they should be removed (complywith theprovisions given at points 2.15 and 2.16).

Figure 2.1

91444




Regarding the electrical equipment remember to:a) Take precautions concerning the alternator and the electrical/electronic components. In order to avoid damaging the diode

rectifier, never disconnect the batteries (or open the isolator) when the engine is running.If the vehicle has to be tow started make certain that the batteries are connected. Should it be necessary to quick chargethe batteries, disconnect them from the vehicle circuit.In order to run the engine with external means and in order to avoid current peaks which might damage the electric/elec-tronic components, do not use the ”start” function in conjunction with external charge devices if such devices are equippedwith this function. Starting will have to be carried out only with the external battery trolley ensuring correct polarity.

b) Checking the earth connections.As a general rule the original earth connections of the vehicle must not be changed. If it is necessary to move these connec-tions or to implement further earth points use the existing holes on the chassis as far as possible and:

- Remove, mechanically, and/or with an appropriate chemical product, the paint on the chassis side and on the terminal sidecreating a resting plane free from indentations or ridges.

- Apply appropriate high conductivity paint between the cable terminal and the metal surface (e.g. galvanizing paint IVECOPart number 459622 by PPG).

- Connect the earth cables within 5 minutes from the application of the paint.

Do not use the IVECO standardised M1 (battery earth connection) M2, M8 (earth connection for starter motor depending on thedriving position) points for the earth connections for control switches (e.g. sensors or low absorption devices): See IVECOWork-shop manuals.

With regard to the electronic devices, avoid linking earth connections between the devices; only use singlewire earths with optimisedlengths (as short as possible).

c) Electric wiring

For further information regarding the braking and electronic system, refer to point 2.15 and 2.16.



Protection against Rust and Painting


2.2 Protection against Rust and Painting

All components installed on chassis must be painted as per Sta Iveco 18-1600Colour IC444RAL 7021brightness 70/80 shore.

NOTE

2.2.1 Original components

In Table 2.1 details the operations for protecting and painting the components of the original vehicle (Table 2.3 for painted parts,Table 2.2 for non-painted or aluminium parts).

Table 2.1 - Protection category - STD 18 - 1600 (Schedule I)

Class Parts requirements Specific examples affected

A Parts in direct contact with atmospheric agents

Body - Door mirrors - Windscreenwipers - Aerodynamickit metal structure - sun blind metal structure - Metalbumpers - Cab attachment lock - Door stopdevice - Bodyfasteners (screws,bolts, nuts, washers), etc.

BB2 Parts in direct contact with atmospheric agents.with

mainly structural characteristicsin direct view.

Frame and parts, includingfasteners.Parts beneath grille (category B).Exterior cab steps.

B1mainly structural characteristicsin direct view.

Only for rear axles and axles

CParts in direct contact with atmospheric agents.not indirect view.

Engine and parts

D Parts not in direct contact with atmospheric agents.Pedals - Seat reinforcements - Fasteners - etc., fitted insidecab.

Parts must be supplied only with cataphoretic coating or rustproofing (Schedule III). The enamelwillbe appliedduring the frame finishing stage.

NOTE




Table 2.2 - Various unpainted and aluminium parts and components - STD 18 - 1600 (Schedule IV)

Type of protection IVECO ClassType of protection IVECO

standard A B - B1 - B2 C D

Stainless steel¡ 18-0506 yes - - -

DAC 320-8yes

- - -

DAC 500-8yes

- -

DacrometDAC 320-5

18 1101- - -

Dacromet(H) DAC 500-5 18-1101 - - -( )

DAC 500-5 PL -yes

Category B1wheel studs

- -

GEO321-8-PM

yes -

GEO 321-5

Geomet(HHH)

GEO321-5-PM

18-1101-

yes- -

GEO321-5-PL

-yes

Category B1wheel studs

Fe/Zn 12 III(yellow)

- - yes yes

Fe/Zn 12 V(olive green)

- - -

Zinc coating(H)

Fe/Zn 25 V(olive green)

18 1102

-

yes

- -

Fe/Zn 12 III S(yellow)

18-1102-

yes- -

Fe/Zn 12 V S(olive green)

- - -

Zinc coating Fe/Zn 12 II - - yes yesZinc coating(HH) Fe/Zn 12 IV S - yes - -

Aluminium

Anodicoxidation

18-1148 yes

yes yes yesAluminiumPainting

SeeSchedule III

yesyes yes yes

(H) Hexavalent chromium coatings.(HH) Hexavalent chromium-free coatings.(HHH) Chromium-free coatings.¡ Matching with other metals must not generate battery effects.




Table 2.3 - Painted parts - STD 18 - 1600 (Schedule III)

Description of the cycle phaseClasses

Description of the cycle phaseA B§ B1¤ B2 C D

MECHANICAL CLEANINGSanding/sandblasting -

MECHANICAL CLEANINGSUPERFICIAL¡

Brushingyes L

yes L - yes L yes L yes LSUPERFICIAL¡

Sandpaperingyes L

PRETREATMENT

Iron phosphatation (only fornon-precoated ferrous materials)

-yes L - yes L yes L yes LPRETREATMENT

Zinc phosphatation l yesyes L yes L yes L yes L

High thickness (30-40 μm) yes©L

yes LL

CATAPHORESIS Medium thickness (20-30 μm) yes¢yes L¥

-yes L¥ yes L

¨yes •

Acrylic top coat (>35 μm) -¥

-¨

RUSTPROOFINGBicomponent (30-40 μm) yes - yes yes L

RUSTPROOFINGMonocomponent (30-40 μm)

-- yes yes

yes L¨

CHIP-RESISTANT PRIMERMono (130 °C)or bicomponent (30-40 μm)

yes¢ - - - - -

Mono (130 °C)or bicomponent (30-40 μm)

yesyes L -

LENAMEL Powders (40-110 μm) yes£

yes L- yes L

yes L¦

Single component, low temperature(30-40 μm)

- - yes

¦

¡ = Carry out operation in presence of shearing burrs, oxidation, welding swarf, laser-cut surfaces.© = Two-coat body cycle.¢ = Three-coat body cycle.£ = As an alternative to single or dual component enamel only for body parts (windscreen wipers. Rear view mirrors etc.).¤ = Only for rear axles and axles.¥ = Excluding parts that cannot be submerged in pretreatment or paint baths because this would affect their operation (e.g.: mechanical parts).¦ = Colour is specified on the drawing by means of an IC§ = For fuel tanks in ferrous sheet metal or precoated.¨ = Only parts to be fitted on engine. = Parts that cannot be treated with cataphoresis (see¥).l = For galvanised or aluminium panels, use special phosphating treatments.L = Alternative products and cycles for the same class, as long as they are compatible with the part being treated.




2.2.2 Added or modified painted parts

All parts of the vehicle (cab, chassis, bodywork, etc.) which are added or subjected to modification must be protected from rustand corrosion.

There must be no unprotected areas on ferrous materials.

Table 2.4 (painted) and Table 2.5 (unpainted) show the minimum treatments required for modified or added components whenit is not possible to provide the same protection as that used on IVECO original components. Different treatments are allowedon condition that the same level of protection against rust and corrosion is guaranteed.

Never use powder enamels directly after degreasing.

Parts in light alloy, brass and copper must not be protected.

Table 2.4 - Added or modified painted parts

Description of the cycle phaseClass

Description of the cycle phaseA - B - D (1)

Mechanical surface cleaning (including the removal of burrs / rustMechanical surface cleaning (including the removal of burrs / rustand cleaning of modified parts)

Brushing/sanding/sand blastingand cleaning of modified parts)

Brushing/sanding/sand blasting

Pre-treatment Degreasing

Anti-rust Bicomponent (30-40μm) (2)

Paint Bicomponent (30-40μm) (3)

(1) = Modifications to rear axles, front axles and engine (Classes B1 and C) are not allowed.(2) = Preferably epoxy.(3) = Preferably polyurethane.

Table 2.5 - Added or modified unpainted and/or aluminium parts

Type of protectionClass

Type of protectionA — B (1) D

Stainless steelyes

-

Dacromet (1)yes

-

Zinc treatment (1) - yes

(1) = Hexavalent chromium-free.




2.2.3 Precautions

Suitable precautions must be taken to protect those parts whose preservation and operation could be damaged by paints suchas:

- rubber or plastic pipes for the air and hydraulic installations;

- gaskets, parts in rubber or plastic;

- flanges of the transmission shafts or power take-offs;

- radiators;

- shock absorber and hydraulic or air cylinder rods;

- drainage and bleeder valves (mechanical components, air tanks, cold starting heater plug pre-heating tanks etc.);

- fuel sediment filter;

- nameplates and logos.

With particular regard to the engine and its electric and electronic components, adequate precautions shall be taken to protect:

- on the whole engine and vehicle wiring, including earth contacts;

- on all connectors on sensor/actuator side and wiring side;

- on all sensors/actuators, on flywheel, on flywheel rev sensor bracket;

- on the whole diesel fuel system pipes (plastic and metallic);

- on complete diesel fuel filter base;

- on control unit and control unit base;

- on the whole soundproofing cover inner side (injectors, rail, pipes);

- on common rail pump including regulator;

- on vehicle electric pump;

- on tank;

- on front belt circuit and relevant pulleys;

- on power steering pump and relevant piping.

If the wheels are removed, protect the contact surfaces on the hubs, avoid increasing the thickness and especially avoid the build-upof paint on the connecting flanges of the wheel disks and resting points of the fixing nuts.

Ensure that the disc brakes are adequately protected.

The electronic components and modules must be removed.

!When the painting operation is to be completedby ovendrying (max. temp. 80ºC), all parts whichmaybe damaged by exposure to heat, must be removed.




2.2.4 Exceeding the Limits

In case of special transport with considerable high centre of gravity (e.g. special body versions, advertising vehicles, etc.), froma technical point the values shown in the table may be exceeded, provided the vehicle is driven carefully (e.g. low speed, gradualrunning direction changes, etc.).

Table 2.6 - Maximum heights in relation to the centre of gravity of the payload and cornering stability

ModelsMax. height (approx.) of centre of gravity of payload(include. body and equipment) in relation to the

ground (mm)

35S18 1584

55S18 1583



Drilling the Chassis


2.3 Drilling the Chassis

The frame must not be drilled.When auxiliary units or components are to be applied to the frame, existing factory-made holes must be used and the following

instructions must be applied.

Positioning and sizes

If it is necessary to make holes in the frame, it is compulsory to ask IVECO for authorisation.

2.3.1 Screws and nuts

In general, use connectors of the same type and class as those for similar fixings on the original vehicle (Table 2.7).As a general rule, materials of class 8.8 are recommended. Class 8.8 and 10.9 screws must have been hardened and tempered. Forapplications of diameter ± 6mm, stainless steel parts are recommended. Approved finishes are Dacromet and zinc coating, as detailedin Table 2.2. A Dacromet finish is not recommended if the screws are to be subjected to welding. If space allows, use screws andnuts with flanged heads. Use self-locking nuts. Nuts must be tightened using a torque wrench set to the correct torque setting forthe fixing.

Table 2.7 - Classes of resistance for screws

Class of resistance Usage Tensile strength(N/mm2)

Yield point(N/mm2)

4 Non-load bearing screws 400 320

5.8 Low resistance screws 500 400

8.8Medium resistance screws

(cross members, cleat plates,brackets)

800 640

10.9High resistance screws

(spring supports, stabilizerbars and shock absorbers)

1000 900

2.3.2 Characteristics of the material to be used when modifying the chassis

When modifying the chassis of the vehicle, and in applications which reinforce the side members directly, the material used mustcorrespond in quality (Table 2.8) and thickness (Table 2.9) to that of the original chassis.Should it not be possible to source materials of the thickness indicated, the next superior standard thickness may be used.

Table 2.8 - Materiale da utilizzare nelle modifiche del telaio Standard IVECO 15-2110 e 15-2812

Steel name Tensile strength(N/mm2)

Yield point(N/mm2) A5 elongation

IVECO FEE490

Europe S355J0W

Germany QSTE500TM -S355J0W

610 490 23%

UK S355J0W




Table 2.9 - Daily: truck chassis dimensions, section and thickness

Class Type Wheelbase[mm]

Chassis rearoverhang[mm]

A x B x twheelbase areaside membersection [mm]

A x B x trear overhang areaside membersection [mm]

35S18W 55S18W truck3050 801

134 x 60 x 5 134 x 60 x 535S18W - 55S18W truck3400 962

134 x 60 x 5 134 x 60 x 5

2.3.3 Stresses on the chassis

Do not exceed the following stress values under static conditions:

Table 2.10

Range Permitted static stress on the chassis (N/mm2) σ amm.

Off-road use

Daily 4x4 100

When prescribed by national regulations, the bodybuilder must check that the stress limits are not exceeded.

Welding activity will cause a deterioration in the characteristics of the material. Therefore, when checking the stresses in thermically-modified zones, consider a reduction of approx. 15% of the resistance characteristics.




2.3.4 Welding the Chassis

All frame welding must be carried out after authorisation from IVECO.They must then be carriedout scrupulously following the instructions given below.

NOTE

!Welding operationsmust only be carried out by specialist, trained personnel, using suitable equipmentand in a perfectly workmanlike manner (see norms EN 287). Any intervention on the system not car-ried out as per instructions provided by IVECOor carriedout byunskilled staff,might severely damagethe on-board systems, thus adversely affecting vehicle operation safety and efficiency and causing dam-ages not covered by guarantee contract.

In case of arc welding, strictly follow instructions below in order to protect electric units and ECUs:

- before disconnecting power cables, check for no loads engaged;

- in case an electric switch is installed (main contactor) wait for cycle end;

- disconnect negative power pole;

- disconnect positive power pole without connecting it to ground and DO NOT short circuit it with negative pole;

- disconnect ECUs connectors, operate carefully and do not touch ECU connector pins;

- In case of welding next ECU, disconnect it from vehicle;

- connect welding machine ground directly on part to be welded;

- protect plastic material pipes against heat sources and disassemble, if required:

- in case of welding near leaf springs or air springs against welding spatters, carefully protect surfaces;

- avoid electrode or gun contact with spring leaves;

Operations for welding preparation

As part of the procedure it will be necessary to remove the paint and deoxidise the parts of the chassis that are affected by thewelding operation as well as those parts whichmay have to be covered by possible reinforcements.When work has been completedthe modified part must be protected with adequate rustproofing (see point 2.2.2).

a) Cut the side members with a diagonal or vertical cut. (We recommend that the diagonal cut be used particularly for the sectionbetween the wheelbase) Cuts are not permitted in areas in which the profile of the side member as well as the chassis widthchange or in those where there is a high concentration of stresses (e.g. spring brackets). The cuts must not be made throughthe holes present in the side member (see Figure 2.2).

91446

Figure 2.2




b) On the inner side of the side member give the parts that are to be joined a V-shaped chamfer of 60° along the entire lengthto be welded (see Figure 2.3).

91447

Figure 2.3

c) Arc weld in stretches using carefully dried basic electrodes. The recommended electrodes are:

For S 500 MC (FeE490: QStE 500TM)Diameter of the electrode is 2.5 mm, current intensity approx. 90A (max. 40A for each millimetre of diameter of the electrode).Using MIG-MAG welding use a welding rod with the same characteristics as the material to be welded (diameter 1 to 1.2 mm).Recommended welding rod: DIN 8559 - SG3 M2 5243

gas DIN 32526-M21 or DIN EN 439If FeE490 is used at very low temperatures, we recommend:PrEN 440 G7 AWS A 5.28 - ER 80S - Ni 1gas DIN EN439-M21Avoid current overloading. Welding must be free from marginal cuts and waste material.

d) Repeat the operation on the reverse side by welding as detailed in point c).

e) Allow the side members to cool slowly and uniformly. Cooling by air, water or other means is not permitted.

2.3.5 Closing of existing holes

If, when making new holes, the existing holes are found to be too close these may be closed up by welding. To ensure the successof this operation the outer edge of the hole should be chamfered and copper plate used for the inner part.

For holes with a diameter of over 20 mm, chamfered plugs may be used, welded on both sides.



Modifying the Wheelbase

Modifying the Wheelbase

2.4 Modifying the Wheelbase


It is only possible to alter the wheelbase after obtaining specific approval from IVECO.

2.4.2 Authorisation

Provided the chassis converter gives sufficient guarantees from the technological and control point of view (qualified personnel,adequate operating processes, etc.).Conversion must be carried out performed in compliance with these instructions by making the necessary changes and adjustmentsand taking the appropriate precautions (e.g., determining whether ECU parameters need updating, rearranging the exhaust pipes,ensuring compliance with specific load limits on the rear axle, etc.), by taking into due account the requirements specified for theoriginal wheelbase lengths.

2.4.3 Consequences for steering

In general, changes to thewheelbase affect steering specifications. Each operation is directly linked to the authorisation requestedfrom IVECO.

2.4.4 Effect on Braking

In general, changes to the wheelbase affect braking specifications. Each operation is directly linked to the authorisation requestedfrom IVECO.



Modifying the Rear Overhang


2.5 Modifying the Rear Overhang

2.5.1 Authorisation

Rear frame lengthening, as well as shortening to the shortest standard value for each model, must be specifically authorised byIVECO.

2.6 Installing a Towing Device


Without prior authorisation, the installation of a tow-hook is permissible only on those cross members which are intended forthat use and on those vehicles which IVECO has intended for towing a trailer.

The subsequent installation of a tow hook in vehicles for which the installation of a tow hook was not originally contemplated, mustbe authorised by IVECO.

In addition to the permissible towing weight, the authorisation will specify all other possible specifications that are to be adheredto such as the use of the vehicle, the transmission ratio, the type of braking system as well as possible specifications concerningreinforcements to be applied to the rear cross member or the necessity for employing specially intended cross members.

In trailers with one or more axles close together (centre axle trailers), considering the stress resulting in particular from the verticaldynamic load to which the rear cross member is subjected, the instructions given in point 2.6.2 must be taken into account.

!The tow hook must be appropriate for the permitted loads and of the type approved by national laws.

Since tow hooks are important to vehicle driving safety (in some countries they must be specificallycertified) they must not be modified in any way.

When mounting the tow hook to the cross member, the specifications of the hook manufacturer as well as the limitations imposedby current standards - such as minimum space required for the brake and electrical connections the maximum distance betweenthe swivel hook axis and the rear edge of the body - must be respected.

The size of the hook attachment flange does not coincide with the holes on the vehicle rear beam, modification of the drilling onthe beam may be authorised in specific cases after applying appropriate reinforcements.

The bodybuilder is obliged to construct and fit the superstructure to make the necessary manoeuvres and control of the attachmentpossible without impediment or hazards.

The trailer drawbar must be free to move.




2.6.2 Traditional towing hooks

S) Choice of hook for traditional trailers

The reference dimension for choosing the type of hook is defined by value D calculated as defined below.

116773

Figure 2.4

Free area for towing hooks

A towing hook may be fitted, without obtaining prior approval only on crossmembers provided for this purpose and to vehicleson which IVECO provides for a towing hook to be installed.

The installation of a towing hook on vehicles which IVECO does not provide a towing hook installation then authorisation fromIVECO must be obtained before any installation is carried out.

The towing hook must be chosen on the basis of the following typical values:

T x R(T + R)

D = 9.81 x

D = Representative value of the hook class (kN).T = Maximum mass of tractor, in t.R = Maximum mass of trailer, in t.




S) Towhook for mid-axled trailers

The use of central axle trailers implies the use of tow hooks suitable for this purpose.

The values of the trailer loads and of the permissible vertical loads are contained in the technical documentation of the manufacturerof the tow hook or on the production data plate (e.g. DIN 74051 and DIN 74052).

There are also tow hooks with special type approval, whose values are greater than the ones mentioned in the above standards.These hooks may in any case be subjected to restrictions depending on the trailers used (e.g. drawbar length). In addition this canimply that the rear cross member should be further reinforced and a subframe runner of larger size be fitted.

- mobile connection with the towing vehicles takes place via a towing device.

- The drawbar is not connected to the frame so that it is free to move and therefore able to transmit vertical torques.

- Depending on its construction, part of the overall weight will be borne by the towing vehicle.

- For mechanical attachment devices designed for mid-axled trailers, the Dc, S and V values are defined by the following equations:

Dc = g ⋅(T ⋅ C)(T+ C)

= (kN)

V = a ⋅ X2l2⋅ C (kN)

D = representative value of the class of jaw (kN). This is defined as the technical reference force for the horizontal force between the towing vehicle andthe trailer;

g = acceleration due to gravity (m/s2);T = maximum weight (in tonnes) of the towing vehicle;T+S= maximum weight (in tonnes) of the towing vehicle + the vertical load of a trailer with a centre axle;R = maximum weight (in tonnes) of the trailer;S = value of the static vertical load (in tonnes) which, in static conditions, is transmitted to the point of attachment.

S must be ≤ 0,1 ⋅ R ≤ 1000kg;C = sumof the maximum axle loads (in tonnes) of the trailer with a centre axle at maximum load. It is equal to the maximumweight of the trailer with a centre

axle less the static vertical load (C = R - S);V = value V of the intensity of the theoretical dynamic vertical force;a = for the equivalent acceleration at the point of attachment, as a function of the rear suspension of the towing unit, use the following values:

- a = 1.8 m/s2 for air suspension;- a = 2.4 m/s2 for other suspension types;

X = length of the load surfaces (m);l = theoretical length of the drawbar (distance between the centre of the drawbar towing eye and the centre line of the trailer axle (m));X2/ l2 ≥ 1 if the result is less than 1, use the value 1.

Example for calculating the class of towing gear for trailers with a centre axle

Let us consider a 65C15 vehicle with maximumweight 6250 kg that is to be used to tow amid-axled trailer weighing3500kg with S = 250 kg, load surface length of 5m and theoretical drawbar length of 4m.

Therefore, from the data

1. S = 0.25 t

2. C = R — S = 3.5 - 0.25 = 3.25 t

3. (T + S) = 6.25 + 0.25 = 6.5 t

4. X2 / l2 = 25 / 16 = 1.5

we obtain:

Dc = 9.81 x (6.5 x 3.25) / (6.5 + 3.25) = 21.3 kN, and V = 1.8 x 1.5 x 3.25 = 8.8 kN




Towed vehicle equipped with a towing device that cannot move in a vertical direction (in relation to the trailer) and in whichthe axle or axles are arranged about the vehicle centre of gravity (under uniform load) so that only a small vertical load no greaterthan 10% of the maximum trailer load or than 1000 kg, if lower, is transmitted to the vehicle (lower value applies).

Mid-axled trailers are therefore subgroups of trailers with rigid drawbars.

116774

Figure 2.5

Length of trailer work surface and theoretical length of crossbar

The use of trailers with centre axles (rigid tow bar trailers with single or tandem axles), with respect to articulated tow bar trailers,entails an increase in bending stress on the rear chassis overhang as well as an increased torsional stress of the rear towing crossmember resulting from the vertical static and dynamic loads which the tow bar exerts on the hook (for example when braking oron bumpy roads).

On vehicles for which towing of a trailer is permitted and in accordance with values laid down by IVECO for each model, towableweights with mid-axled trailers and vertical loads on the drawbar may be defined on the basis of the size of the drilling flange presenton the vehicle rear beam (see Table 2.11).

With long rear overhangs, it may be necessary to adopt larger subframe sections than normal depending on the towable weights.

Table 2.11 - Approved towing hooks available

Maker Type Class D (kN) Dc (kN) V (kN) EC approval no.

Pommier 70-C/3 S 31 31 37.5 e 2*94/20*0062*00

The following table shows S maximum admitted value for original towing cross member when towing a central axle trailer.

Model Maximum S (kN)

35S18W - 55S18W 100




2.6.3 Hook types

S) Ball hooks

In fitting the ball hook, in accordance with the manufacturer’s instructions, it is necessary to observe the guidelines laid downby the national and international regulations (e.g., EC Directives).

If required, the installer will need to present the necessary documentation to comply with the requirements of the law.

The automatic hook for the truck version can also be fitted to the same crossmembers provided for the ball hook.

120361

Figure 2.6

S) Pin hooks (automatic)

These are to be fitted on the truck version, subject to using a suitable cross member. Unless supplied directly by IVECO, theywill both need to have type approval in compliance with current standards. They must be installed according to the instructionsprovided by the respective manufacturers.

13-Pole connector

If not already fitted by IVECO, it can be retro fitted following the instructions given in point 2.16.7.

2.6.4 Lowered Rear Cross Member

If the type of trailer used requires that the tow hook be positioned lower than originally intended, IVECOmay issue authorisationfor the original cross member to be lowered or for an additional cross member (of the original type) to be fitted in a lower position.Figure 2.7 shows an example.The installation of the new cross member in its new position must be carried out in the same manner as before, using the sametype (diameter and class) of bolt.




Example of towing beam reinforcement

Figure 2.7

119379

A device to prevent the bolts from loosening must be adopted for the joints.

Remarks about the Payload

It is essential to check that the static load on the hook does not mean that the permitted load on the vehicle rear axle is exceededand that the minimum weight adhering to the front axle is respected, as indicated under point 1.13.3.

Increasing the Towable Mass

For those vehicles which IVECO regards as suitable for towing a trailer, a request may be submitted to evaluate the possibilityof authorising a towable mass exceeding that which is normally permitted.

Such authorisation will include the conditions that must be complied with and, where necessary, specifications concerning modifica-tions and work to be carried out on the vehicle.

These include possible reinforcements to the standard cross member (see Figure 2.7), the instructions for installing a reinforced crossmember when available, and those on the brake system to be made.

The tow hook must be suitable for the new use. Its connecting flange must match that of the cross member.

To fasten the cross member to the chassis frame, preferably use flanged head nuts and bolts or hex head screws of minimum class8.8. Use self-locking nuts.

Rating plates

Some countries require a plate to be fitted, near the towing device, giving the maximum permitted towable weight and verticalload. If not already fitted, this must be done by the bodybuilder.

The body builder shall also take care that the above plate is properly fitted.



Installing a Supplementary Axle


2.7 Installing a Supplementary Axle

Supplementary axles are not approved for use on the vehicle.

2.8 Modifying the Drive Line

Following the modification of the wheelbase, work on the transmission, as a general rule, is carried out on the basis of thetransmission of a similar vehicle with approximately the same wheelbase. The maximum value of the inclinations of the propellershafts used for standard production vehicles is to be retained. This rulemust also be appliedwhen anymodifications to the suspensionand rear drive axle is made.

An all cases, contact IVECO and send them a diagram showing lengths and angles of the new proposed suspension for the necessaryauthorisation.The purpose of the specifications contained in this manual is to ensure the proper functioning of the transmission, to limit its noiseand to avoid the build-up of stress transmitted from the engine assembly. In no way does this diminish the responsibility of thebodybuilder for the work he has completed.

2.8.1 Permitted lengths

The maximum operating lengths obtainable for both the intermediate shaft sections and the sliding shafts ”LG” or ”LZ” (seeFigure 2.8) can be determined according to the external diameter of the tube existing on the vehicle and the maximum operatingrotational speed (see formula). These are specified in Table 2.14.For the propeller shaft length specified in Table 2.14. when the tube diameter is not sufficient, a new shaft section with the samecharacteristics as the existing shafts must be used. As an alternative, in some cases transmission shaft with a larger diameter tubecan be used. The tube diameter required can be determined in compliance with the required length and the maximum rotationalspeed, directly from Table 2.14.

Figure 2.8

91505

Total Length

Total Length

Total Length

LZ Intermediate sectionsLG Sliding sections




As far as sliding shafts are concerned, length”LG” is measured between the universal joint centres, with the sliding stub in theintermediate position. Always check both sections LG and LZ.

The maximum working revs can be obtained using the formula below:

nG =nmaxiG

nG = maximum number of transmission shaft revs (r.p.m.)nmax = maximum number of engine revs (r.p.m.), refer to Table 2.12iG = gearbox ratio in the fastest gear, refer to Table 2.13

Table 2.12 - Maximum number of engine revs

Engine Engine code (1) nmax.18 F1CE0481H*C 3500

(1) = Check the engine code on the engine rating plate

Table 2.13 - Gearbox ratio with the fastest gear

Gearbox iG6S400 - 2840.6 0.8

Example of calculation of the maximum obtainable transmission length

Let us consider a 35C13 equipped with a ZF S5-200 gearbox. Let us assume you wish to use a propeller shaft LZwith an outer diameter of 76.2 mm.

From the data below:

1. nmax = 3600 rpm

2. iG = 0.8

the following will be obtained:

nG = 3600 / (0.8) = 4500 rpm

This value corresponds to a maximum obtainable length of 1.400 mm.

The universal joints on the same shaft should not be rotated.




The greater thickness of the tube depends on the class, i.e. on the torque that the original shaft has to transmit and on the designof the driveline (torque, ratios of kinematic chain, power axle load).

A reference value for the thickness of the tube of a general validity cannot be given. When, for example, a tube of a larger diameteris to be used, its thickness should theoretically be reduced until the torsional strength of the original tube is achieved. It shouldhowever be noted that, to determine the thickness of the tube, the following points are to be taken into account: the size of themale element of the universal joint, the possible necessity of adapters and the sizes of the tubes available.

Therefore the thickness of the tube should be agreed upon as each occasion arises with the workshops authorised by themanufacturers of the transmission shaft depending on its dimensions (i.e. size of the universal joint).

The minimum operating length (from flange to flange) must not fall below 600 mm for the sliding sections and 300 mm for theintermediate sections.

Table 2.14 - Obtainable propeller shaft characteristics

1410 CRITICAL TRANSMISSION SPEED - PIPE ∅ 76.2 x 2.4 mm

Maximum

permittedrotatingspeed(rpm)

Distance between the LV joint centres (mm)

1310 CRITICAL TRANSMISSION SPEED - PIPE ∅ 88,9 x 1,65 mm

Maximum



1310 CRITICAL TRANSMISSION SPEED - PIPE ∅ 76,2 x 2,11 mm

Maximum



117798

!The above obtainable maximum lengths refer to the original shafts. Shorter shafts (-10%) shall beprovided for the sections resulting from the conversion.




2.8.2 Determining Driveshaft Positions

In the case of a drive line consisting of several sections, each shaft must be approximately the same length. As a general rule,the difference in length between an intermediate and a sliding shaft (see Figure 2.9) must not exceed 600 mm; while between twointermediate shafts the difference must be no greater than 400 mm. For sliding shafts there must be a margin of at least 20 mmbetween the minimum working length and the fully closed length.

Complying with the useful travel, position the static arrangement in an area as central as possible.

120362

Figure 2.9

X˚ < 10˚If the wheelbase is lengthened considerably, it may be necessary to apply an extra propeller shaft between the reduction unit/transferbox and rear axle. In this case, the angle between the various propeller shafts must be constant and contained within the maximumlimit envisaged in production (see Figure 2.9).

It is absolutely forbidden to move the transfer box.NOTE

The elastic supports must be fitted with supporting plates at least 5 mm thick (see Figure 2.10) joined to cross members withsimilar specifications to the IVECO specifications.

Figure 2.10

1. Intermediate shaft - 2. Support bracket - 3. Bearing plate - 4. Intermediate shaft support

102426




The use of original drive line from IVECO is recommended for these modifications. Should this not be possible however, hardenedsteel tubes with a yield point of not less than 420 N/mm2 (42 kg/mm2) may be used.

Modifications to the universal joints are not permitted.

Whenever the transmission or part thereof, is modified, each modified section must be subjected to careful dynamic balancing.

!Since transmission is important to vehicle driving safety, it should be borne in mind that anymodification to itmust bearmaximumoperational guarantees.Only very specialised and transmissionmanufacturer-certified companies should therefore be employed to carry out work of this kind.



Modifications of the Engine Cooling System


2.9 Modifications of the engine air intake and exhaust system

2.9.1 Intake

The specifications of the engine air intake and exhaust systems must not be altered without authorisation by Iveco. Operationscarried out should not alter the vacuum levels (for the intake) and the original counterpressure levels (for the exhaust).

Table 2.15 - Maximum back-pressure permitted at the intake and exhaust, at the rated engine speed and full load

Engines Engine Code Back-pressure at theexhaust (kPa)

Minimum/maximumback-pressure at the intake (kPa)

18 F1CE0481H*C 30 1.6 - 8.5

Any work done on the exhaust system of the vehicle requires that the vehicle be homologated again with regard to noise and smokewherever government regulations require it. The air intake must be positioned to avoid the intake of hot air from the engine and/orof dusty air or snow and rain. The apertures for the intake of air which may have to be made in the bodies of vans, must have aworking surface of not less than two and a half times that of the master hose located upstream of the filter. These apertures (e.g.openings in the grill) must be of such a dimension that they do not become obstructed. It is prohibited to alter the air filer or replacethe original filter with a lower air capacity unit. Modifications to the equipment (fuel injection pump, regulator, injectors etc.) arenot permissible as this may alter the correct functioning of the engine and adversely affect the exhaust emissions.

2.9.2 Engine exhaust

Pipes must be laid as straight as possible, bend angles must not exceed 90° and radiuses must be at least 2.5 times the outerdiameter. Avoid constrictions and use effective cross-sections no smaller than the originals. Leave a big enough gap between theexhaust piping and the electric system, plastic piping, spare wheel (minimum 150 mm), plastic fuel tank (minimum 100 mm), etc.Lower values (e.g. 80 mm) may be approved if steel guard panels are used. Further reductions require the use of heat insulationor the replacement of plastic pipes with steel pipes. Modifications to the silencer body are not permitted and neither is it permittedto make changes to equipment (injection pump, regulator, injectors, etc.) that could impair efficient engine operation and affect ex-haust gas emissions.



Modification of the Engine Cooling System

Modification of the Engine Cooling System

2.10 Modification of the Engine Cooling System

The proper functioning of the original system, especially in connection with the radiator, the free surface of the radiator and hoses(dimensions and layout) must not be tampered with. In any case, whenever modifications must be made that entail work on theengine cooling system (e.g., modifications to the cab), the following points must be considered:

- the useful area for the passage of air for the cooling of the radiator must not be less than that which is available on vehicles withthe standard cab. Maximum venting of air from the engine compartment must be ensured and care must be taken - possiblyusing shields or baffles - to avoid stagnant air pockets or back flow of air. The performance of the fan must not be altered;

- if it is necessary to re-position the hoses this must be done without affecting the complete filling of the system (which must occurat a continuous flow.without forming blockages at themouth) or the normal flow ofwater. Themaximum stabilising temperatureof the water must not be altered even under the most severe operating conditions;

- hoses must be located so that air pockets are not formed (i.e avoiding air traps and providing appropriate bleeding points) thatcould hinder the circulation of water. So, it is necessary to check that the water pump primes immediately on starting the engineand later operates with the engine idling (accelerate a few times, if necessary) even when the circuit is not pressurized. In additionto this check that the delivery pressure of the water pump, when the engine is running under no load and at maximum RPM,is not lower than 1 bar;

- always reinstall the radiator anti-clogging protection after making alterations to the engine cooling system.





2.11 Work on the Suspension


!Company authorisation must be obtained to re-work the suspension systems and springs (e.g.additional spring leaves, different cambering etc.) since these are important components for theoperation of the vehicle.

As a general rule no modification of the parabolic springs is permitted. On vehicles equipped with these springs, installation ofelastic rubber components may be authorised for special versions or operations in order to increase the stiffness of the suspension.In very specific cases, and for specific uses, the possibility of adding an extra leaf to the parabolic spring may be evaluated. Thisoperation should be carried out only by specialised firms after approval from IVECO.

It is forbidden to fit a parabolic spring on one side and a semi-elliptic spring on the other side on the same axle.

On vehicles equipped with a load apportioning valve (LAV) for the braking system, modification of the rear suspension requiresadjustment of this LAV valve (see point 2.15).

Modifications to the rear suspension

Changing the features of the rear spring (e.g., no. of leaves, spring rate etc.) requires adjusting the brake load apportioning valveso as not to alter the vehicle’s braking performance. When work on the suspensions follows rather large changes in the permittedloads on the axle(s) or the total weight of the vehicle, it may be necessary to adapt the braking forces to permit compliance withthe requirements for the brake regulations in force. The necessary instructions will be given on the documentation issued by IVECO.

If the vehicle is equipped with the ABS system, no adjustment need be made.

If the modification of the specifications of the rear spring does not require changing loads on both axles and total weight, the brakeload apportioning valve must be adjusted by an IVECO dealer. So as not to alter the vehicle’s braking capacity, it is necessary toobserve the ground load / brake pressure ratio (under various load conditions) given on the rating plate of the brake loadapportioning valve.

In these cases, to adjust the brake load apportioning valve, follow the instructions given in point 2.15.4, applying a load on hole 9corresponding to the stiffness of the new spring.

It will be necessary to check the ground load / brake pressure ratio is observed for all load conditions.

Should this not be, contact IVECO for a further check on compliance with the brake regulations.

Changing the data on the rating plate of the load apportioning valve requires it to be replaced with a new one giving the new data.





2.12 Heating/Air conditioning system modifications

2.12.1 Installation of a Supplementary Heating System

When the installation of a supplementary heating system is deemed necessary, it is advisable to use the types recommendedby IVECO.

For vehicles on which IVECO has not anticipated the use of supplementary heaters, the installation should be carried out in com-pliance with the supplier’s instructions (i.e. heater arrangement, piping, electrical system etc.) and following the directions givenbelow.

All national rules and regulations relevant to the matter should be adhered to (i.e. inspections, particular installation for dangerouscargo transportation etc.). The supplementary heating system must not make use of the equipment that is specific to the vehiclewhich is subject to approval if the use is liable to impair or alter the performance of the equipment.Furthermore:

- ensure correct operation of the vehicle components and equipment (i.e. cooling system);

- check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current require-ments (see point 2.16). Provide the new circuitry with a protection fuse;

- connect the intake of the newly added fuel system to the reservoir connected to the engine fuel return line. Direct feed fromthe vehicle fuel tank is permitted only if this is independent from the engine fuel system and the new circuit is perfectly leakproof;

- trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect thevarious units on the chassis. Avoid runs and arrangements that could lead to hazards when the vehicle is running. Use shieldsor armouring if necessary;

a) When installing a water heater, original vehicle heating and engine cooling circuits are involved (see point 2.10), it is advisableto follow the instructions listed below to ensure reliability of the heating system and safe operation of the original system:

- special care must be taken when defining the connections between the supplementary equipment and the main one; referto IVECO, if necessary;

- determine a rational arrangement for piping, avoid neckings and siphonings;- install proper venting valve (bleeding points) to ensure proper filling of the system;- ensure that the circuit may be fully drained by providing additional plugs if necessary;- proper insulation should be used to prevent heat dissipation.

b) When air heaters are used and when the installation is to be made directly in the cab, make sure that the engine exhaust systemdoes not touch the added installation (to prevent combustion gas circulation inside the vehicle) and have the correct warmair distribution by avoiding direct air flows;

- the complete installation should be designed to ensure good accessibility for quick and easy servicing.




2.12.2 Installing an Air-Conditioning System

When the installation of an air conditioning system is deemed necessary, it is advisable to use the types recommended by IVECO.

If this procedure is not applicable, the installation must be carried out in accordance with the supplier’s instructions and the followingpoints:

- the installation must not interfere with the correct operation of the vehicle components and of equipment which may be con-nected with the installation;

- check the electrical system to ensure that the battery capacity and alternator output is sufficient for the higher current require-ments (see point 2.16.3). Provide the new circuitry with a protection fuse;

- in liaison with IVECO, establish a method for installing the compressor; if it is fitted to the engine, use the original IVECO com-pressor;

- trace pipe and cable paths, the location of brackets and hoses bearing in mind that the overall dimensions and heat affect thevarious units on the chassis.Avoid runs and arrangements that could lead to hazards when the vehicle is running. Use shields or armouring if necessary;

- the complete installation should be designed to ensure good accessibility for quick and easy servicing. At vehicle delivery, thebodybuilder will supply all service and maintenance instructions which are deemed necessary.

Furthermore, according to the system operations:

Equipment installed inside the cab

- The condenser should not impair the original engine cooling system features (reduction in the radiating area of the engine radi-ator).

- The best arrangement is for the condenser not to be combined with the engine radiator but in a separate compartment, suitablyventilated.

- The arrangement of the evaporator-blower unit in the cab (if not anticipated by IVECO) should be designed to make sure thatthe accessibility control and operating equipment is not impaired.

Equipment fitted on the cab roof

- When the equipment (condenser, evaporator, blower) is fitted on the cab roof, make sure that its mass is not higher than thatpermitted for roof installation. Furthermore, the bodybuilder should provide for proper reinforcement to the roof frame if necess-ary, in relation to the mass of the unit and the extent of the modification introduced.

- For specific applications with compressors not supplied by IVECO (e.g. fridge box), contact the IVECO offices in charge.



Cab Modifications

Cab Modifications

2.13 Cab Modifications


Any work on the driver’s cab must be authorised previously by IVECO.

Modificationsmust not prevent operation of the control devices located in the area affected by themodifications (e.g. pedals, linkages,switches, pipes etc) or alter the strength of the loadbearing elements (uprights, reinforcement sections etc.). Due care must betaken when carrying out work that may affect the cooling system and air inlet pipes of the engine.

When defining the position of payload, account shall be duly taken of the variation in cab weight, in order to ensure the correctdistribution of the permitted loads on the axles (see point 1.13).

For operations that require the removal of sound deadening panels or internal protective elements (panelling, padding) restrict theremoval to the absolute minimum, taking care to restore the protective elements to their original condition, ensuring the previousoperating capability.

Controls and equipment (power take-off engagement control, external operating cylinder control etc.) may be fitted in the cab pro-vided that:

- They are positioned, properly and are easily accessible to the driver.

- Safety, control and warning devices are fitted which meet the requirements of use and safety of the vehicle and its equipmentas well as the requirements of national legislation.

Ensure that the pipes and wires are correctly positioned particularly when the cab is tilted. Use the necessary fixings taking care toobserve the appropriate distances from the engine, heat sources and moving parts.

Provide the necessary protection from corrosion for all modifications to the structure (see point 2.2).

Ensure that the seals are fitted correctly and apply sealant to those areas which require it.

Ensure that a perfect seal is provided against the infiltration of water, dust and fumes.

The bodybuilder must check that after modification, the cab satisfies legal requirements regarding both the inside and outside ofthe vehicle.



Cab Modifications

2.13.2 Roof Panel Modifications

Installation andmodification work to achieve specific refurbishmentsmust be carried out with great care to safeguard the strengthof the cab and ensure that its operation and protection are maintained.

When fitting assemblies or systems onto the roof (e.g., air-conditioning systems, spoilers), check that the weight of the appliancedoes not exceed that permitted for the cab. These limits will be provided upon request depending on the assembly or system tobe fitted.

When making the opening, ensure that:

- the connection radii are not less than 50 mm;

- do not modify any ribs that may be present;

- do not change the curvature of the roof.

Fitting a spoiler

The various versions designed by IVECO can be obtained from the local IVECO dealership with relevant instructions forinstallation. It is recommended that these versions are used as they are specifically checked.

If fitting a spoiler other than the one designed by IVECO, follow the manufacturer’s instructions for its installation.

Whenever national regulations require it, these installations must be inspected by the agencies responsible.

Modifications to the roof panel and the cab rear wall

In the event that the rear wall has to be fully removed - and the roof panel partially removed (e.g. motor caravans), the operationmust be carried out in accordance with the instructions below:

- make the cut as illustrated in Figure 2.11, taking care to comply with the minimum joining radii indicated. Remove the structurefor the rear cross member at the level of the roof assembly, In order for the upper mounts of the seat belts to remain effective,it is necessary to restore the resistance with a suitable structure capable of ensuring the pillars will not deform.For this a structure with compression strength of at least 800daN must be fitted;

- make the connection with the new structure by following the general instructions previously specified.



Cab Modifications

Figure 2.11

Section B-B

Section A-A

Section C-C

1. Roof panel - 2. Limit cutting area - 3. Roof panel side covering - 4. Doorway ring - 5. Internal rear crosspiece -6. Rear wall - 7. Doorway rear covering - 8. Side covering



Cab Modifications

Fitting a trap door

A hatch may be applied to the roof, provided that the operation does not affect the hoops and the construction guaranteesthe watertightness and strength of the modified part.

Figure 2.12 illustrates an example of installation.

Figure 2.12

102773

cutting area

sealant

anchoring sectional bar

2.13.3 Occupant protection

The airbags, seat belt fixing points (the positioning of the belt retractors and pre-tensioning devices), seat fixing, as outlined below,are an integral part of the overall safety of the occupants.

Any modification to these components may jeopardize the safety of the passengers and compliance with legal requirements.

Anchoring safety belts

Any work carried out in the areas of the seat belt fixing points may affect their compliance with EC certification.

The company carrying out the work must verify compliance with all legal requirements in force.

Seats

The seats have been fixed to the floor structure in compliance with legal requirements on locking systems.

Moving or fitting additional seats requires making suitable fixing areas in the structure under the floor, similar to the IVECOinstallation, in order to ensure compliance with the legal requirements.



Changing the Size of the Tyres


2.14 Changing the Size of the Tyres

Replacing the tyres with others of different sizes or with a different loading capacity with respect to those considered at the timeof vehicle type-approval must be approved by IVECO and it is also necessary to check for the need to reprogram the EBL or EBSsystem.

Changing the size of the tyres may involve replacing the wheels with others of a correspondingly greater loading capacity. In thiscase check whether the spare wheel carrier needs to be changed.

Mounting tyres of different sizes or types of construction on the same axle is prohibited.

Changing the size of the tyresmay affect the ground clearance of the rear underrun guard, therefore the compliancewith the nationallegal requirements must be verified. Its supporting brackets, where necessary, may be replaced with other appropriate, type-ap-proved brackets. See point 2.19.

The use of larger tyres always necessitates verification of the safety margins for the mechanical parts, wheel arches etc., under alldynamic conditions of steering and bump travel. In certain cases the use of wider tyres may entail a check on the axles to assessthe space required for the suspension components and the length of wheel studs etc.

Where there is local national legislation specifying overall widths (e.c. Jersey etc.) these must be complied with.

The use of tyres with a different outside diameter affects the performance of the vehicle in terms of speed, maximum gradability,pulling force, braking power etc. The tachograph must be recalibrated by an authorised workshop. The load capacity and the relativereference speed must always be compatible with the performance of the vehicle.When the tyres with a load capacity or speed limit are chosen for a given vehicle, the permissible loads of the vehicle or its perform-ance, must be reduced accordingly. On the other hand, the use of tyres with a greater load capacity does not automatically increasethe maximum permissible mass on the axles.

The size and load capacity of the tyres are established on the basis of international and national norms (ETRTO, DIN, CUNA etc.)and are listed in the manuals of the respective tyre manufacturers.

Specific performance characteristics may be established by government regulations for special use in the case of fire-fighting vehicles,vehicles for winter duty, airport tankers, buses etc..Whenever so required by government regulations the vehicle must be presentedto the respective government agency for inspection of the parts that have been replaced and entry of the respective modificationsin the vehicle documents.

Altering the tyre size may require replacement of the box mounting brackets.NOTE





2.15 Modifications to the Braking System

2.15.1 General remarks

!The braking system and components are very important for driving safety and vehicle use.

No changes may be made to the following parts: brake cylinders and callipers, adjustment units andvalves, parking brake, brake control and auxiliary systems.

Any modification to the braking system requires authorisation from IVECO.

It is recommended that when new units are fitted they should be the same makes as those fitted to the original vehicle.

When required by national regulations, the vehicle must be submitted for testing to the respective authority.

2.15.2 Brake pipes

!Pipes must not be welded for any reason whatsoever.

In the event that the vehicle wheelbase is modified, the brake pipes affected by the change must be replaced by new one-piecepipes. If this is not possible, fittings of the same type as the ones originally used on the vehicle must be used. When replacing pipesthe minimum internal dimensions of the new pipes must not be less than that of the existing pipes.

The new pipes must have the same characteristics and be of the samematerial as those used originally on the vehicle. The installationmust be carried out so that the piping is protected and the correct function of the system ensured.

For the supply and fitting of material we recommend that you contact our Service Centres or specialised workshops.

Metal pipes

For the hydraulic system pipes, any additions and replacements must be as follows:

- pipes (materials, dimensions, fittings): : ISO 4038 standard

- bending radii (referred to the pipe centre line = 4.76 mm): : min. 25 mm

- tightening torque:rigid pipes, M10x1 and M12x1 fittings: : 12÷ 16 Nmflexible pipes, M10x1 male fittings: : 17÷ 20 Nm




2.15.3 Fitting pipes on the vehicle

New pipes must be thoroughly cleaned inside before use (e.g. by blowing through with compressed air).

Pipes shall be secured into their correct positions and the fasteners must fully wrap the pipes: they may be made either of metal,with rubber/plastic protections, or plastic.

Figure 2.13 illustrates two examples of brackets complete with retaining clips, used to secure the brake pipes along the chassis.

Figure 2.13

102435

3 seats for pipes (diameter: 4 ÷ 6)

pipe diameter: 7.5 ÷ 8

pipe diameter: 4.8

When a pipe has to pass through the chassis frame (sidemember or cross members), appropriate precautions must be takento avoid damage.

Observe adequate distances between the various fixing elements. As a rule the maximum distance of 500 mmshould be considered.

For plastic pipes, in order to prevent distortion and tension on the connectors when fitting them, take the necessary precautionswhen arranging the pipe runs and fitting the fixing brackets or clips onto the chassis. Correct fitting of the fixing elements will ensurethat the pipes do not rub against the fixed parts of the chassis.

Observe the necessary safety distances from moving parts and heat sources.

!Important!After completing any work either on the system or on the equipment, the air must be bleed from thesystem correctly, following the instructions given below. The braking system must then be checkedfor correct operation and efficiency.




Manually bleeding air from the hydraulic brake system

There is one bleed screw on each brake calliper.

Carefully repeat the following operations on each of the callipers (the following sequence must be used - rear right, rear left, frontleft, front right):

- check the brake fluid level in the reservoir on the power brake, top up to the maximum level;

- clean the brake area surrounding the bleed screw;

- remove the rubber cap protecting the bleed screw;

- using a transparent flexible tube fix one end over the bleed screw and immerse the other end in a container part filled with brakefluid;

- loosen the bleed screw by one turn and press the brake pedal down to the floor;

- with the pedal held down on the floor tighten the bleed screw and then release the pedal;

- repeat the above two steps until all the air has been removed from the calliper;

- make sure the brake reservoir does not become empty while bleeding the callipers as this will allow air into the brake system;

- repeat the above procedure for the other callipers where necessary.

!The fluid discharged from the hydraulic circuit during the bleed operation must not be used again.

Top up using only new fluid of the prescribed type, contained in original, sealed containers that shouldonly be opened when using the fluid.




Bleed air from the hydraulic braking system using MODUS or E.A.SY. on vehicles with ABS/ABD/EBD

On vehicles equipped with ABS/ABD/EBD systems, the traditional, manual bleeding operation described above may not besufficient. The presence of air causes the brake pedal stroke to be longer, with possible uncharacteristic operation of the system.

Manual operations must be carried out, which will be driven by the program in ”MODUS”or “E.A.SY.”.

This program makes it possible to perform full drain (primary circuit and secondary circuit of the modulator) under item ”Systemfilling / emptying”.

An operator starts the repeated operation of the modulator solenoid valves and the pump and at the same time, by operating thebrake pedal and releasing the drain screw on the calliper (according to the manual procedure) air bubbles still present in theconcerned part of the system will be blown out.

Then follow the instructions that appear each time on the screen, taking care not to exceed the solenoid valve and pump operatingtime, so as to avoid component overheating.

If this occurs the system will be deactivated, and you will have to wait for the established time in order to let the system cool downbefore the operation can be started again.

!In the event that themodulator is replaced (themodulator is supplied by the Spare Parts Departmentalready filled with the brake fluid) you only need to follow themanual drain procedure, taking care notto empty the unit and not cause its pump and solenoid valve to cycle prior to full charging.

The ABS, ABD, EBD modulating devices, placed on the chassis in the engine compartment, must Not be moved.

When modifying the wheelbase, the electric cables between the rear axle sensors and the control unit must be adapted using newcables or extensions with the correct connectors. The brake piping downstream the modulator must be adapted too.

Warning

Great caremust be taken, when carrying out thework, tomake sure the correct connection of the pipes are made to each wheel.

After every modification carry out the necessary checks and tests for correct operation at the Authorized Workshops equippedwith the specific equipment.




2.15.4 Instructions for adjusting the braking load proportioning valve

Load proportioning valve version

Two types of load proportioning valve are used: with torsion bar - pushrod for vehicles without ABS and with spring for vehicleswith ABS.The former are single circuit while the latter are double crossover circuit.

Load proportioning valve adjustment

This adjustment is made on each vehicle in the factory. It permits loading the vehicle or fitting standard bodies in compliancewith the deceleration and road holding characteristic required by the relevant EC Directives.

The adjustment and control data are given on the appropriate rating plate, whose location on the vehicle is given in the specificliterature.

Should it become necessary to adjust the braking load proportioning valve, this can be done following the instructions given below.

Table 2.16

VehicleLoad

proportioningvalve

Leafspring

Load on rearaxle for

adjustment

Weigh foradjustment

Clearance betweenbar and load

proportioning valvepushrod foradjustment

Platedesign

0.15 single Dual leafspring

1020 0.1 504276011

35S18W

0.15 single Triple leafspring

1000 0.1 504279857

35S18W0.15 double (ABS) Dual leaf

spring1500 5 kg 504276109

0.15 double (ABS) Triple leafspring

1500 5 kg 504279856

55S18W 0.15 double (ABS) Triple leafspring

1800 1 kg 504276010

Single circuit bar load proportioning valve

!Never alter the length of the control linkwhen the circuit is pressurised.Carry out checks withgradual-ly increasing pressure.




Figure 2.14

119381

1. Control link - 2. Load proportioning valve - 3. Torsion bar

- Load the rear axle to the values shown in Table 2.16. The weight must not be less than the minimum value indicated by themanufacturer (Figure 2.16).

- Disconnect the control link (1) from the rear axle and raise through its travel. Ensure that the load proportioning valve pushrodslides properly in its seat and reconnect the link.

- Start the engine.

- Fully depress the brake pedal and use a feeler gauge to check that the adjustment clearance (0.1 mm) between the load propor-tioning valve pushrod and the bar is respected.




Figure 2.15 (Demonstration)

45025

- Connect pressure gauge (3) to the pressure point upstream of the load proportioning valve.

- Connect pressure gauge (2) to the pressure point downstream of the load proportioning valve.

- If the pressure gauges are not equipped with automatic bleed valves, bleed themmanually by means of the rings on the pressuregauges.

Figure 2.16

119382

SINGLE CIRCUIT MECHANICAL LOAD PROPORTIONING VALVE PLATE (triple leaf spring)

- With the engine idling, gradually press the brake pedal to obtain a pressure of 100 bars on the pressure gauge (3, Figure 2.15)fitted upstream of the load proportioning valve. This pressure must be constant whether the vehicle is laden or unladen.

- Check that the pressure reading on the pressure gauge (2, Figure 2.15) fitted downstream of the load proportioning valve corre-sponds to the values on the plate (Figure 2.16). For example, with a load of 1000 kg on the rear axle, with an upstream pressureof 100 bars and pushrod-bar clearance of 0.1 mm, the downstream pressure must be 17.5 bars.

- If the pressure downstream of the load proportioning valve is different, adjust the control link (1, Figure 2.14) to restore it tothe correct values.

- For more accurate adjustments, repeat the tests for several rear axle load values (Figure 2.16).




Dual circuit spring load proportioning valve (ABS)

This adjustment is made on each vehicle in the factory. It permits loading the vehicle or fitting standard bodies in compliancewith the deceleration and road holding characteristic required by the relevant EC Directives.The adjustment and control data are given on the appropriate rating plate, whose location on the vehicle is given in the specificliterature.Should it become necessary to adjust the braking load proportioning valve, this can be done following the instructions given below(see Figure 2.17).When replacement rear springs have been fitted it is necessary for the rear suspension to settle properly. To set the valve correctlythe suspension must be settled in before making any adjustments to the valve. Load the vehicle partially (approximately 2/3 of itsmaximumweight) andmake a few runs over a rough surface, braking a number of times while travelling forwards and while reversing.- Connect the pressure gauges 1 and 2 to the pressure test points 3 upstream and downstream of the braking load proportioningvalve.

- Loosen the clamping screw 8 of the proportioning valve adjustment lever 7.- Apply adjustment load specific to each model to hole 9, after loading the engine axle to the specified reference value. Checkthe IVECO workshop manuals for the required values.

Figure 2.17

120363

The example shows the single-circuit braking load apportioning valve of the 35C model1. Pressure gauge upstream of the load apportioning valve - 2. Pressure gauge downstream of the load apportioning valve - 3.Test points - 4. Braking load proportioning valve - 5. Connecting Rod - 6. Main lever - 7. Adjustment lever - 8. Clamping

screw - 9. Hole for applying calibration load

- Tighten the clamping screw 8 to the prescribed torque of 16÷19 Nm.- Press the brake pedal until the control pressure of 100 bar is obtained in the circuit upstream the corrector.- Verify that the output pressure corresponds to the value shown on the load proportioning valve plate, corresponding to theweight at ground of the rear axle.




Figure 2.18

119383

An example of a load apportioning plate for a 55S18W vehicle



Electrical System: Modifications and Drawing-Off Power

Electrical System: Modifications and Drawing---Off Power

2.16 Electrical System: Modifications and Drawing-Off Power

General Information

The vehicles operate on a 12V electric system for normal requirements and the chassis is an earth return. This acts as a currentreturn wire between relevant components, such as battery and alternator. All component negative terminals are connected throughthe chassis in the absence of an insulated return wire.

Installation of auxiliary equipment or circuits added by the bodybuilder must take into account the instructions given below. Dependingon the complexity of the modification, suitable documentation (e.g. electrical diagram) must be provided for inclusion with that relatingto the vehicle.

Use colours and/or codes for wires and connectors equal to those used on the original vehiclemakes the installation more consistentand facilitates repair work.

For greater details on the vehicle’s electrical system, see the specific Workshop Manual, publicationno. 603.93.681 (Daily 4x4).

This manual is available at the IVECO Service network and can be requested from the relevant De-partments of the IVECO Sales Organisation.

NOTE

Precautions

The vehicles are equipped with sophisticated electrical/electronic systems controlling their operation.

Work on the system (e.g. removing wiring harness, making additional circuits, replacing equipment, changing fuses, etc.) that is notdone in conformity with IVECO instructions or is carried out by unskilled personnel can severely damage the systems (control units,wiring, sensors, etc.), jeopardizing safety and operation of the vehicle besides causing significant damage (e.g. short-circuiting withthe risk of fire and destruction of the vehicle) that is not covered by warranty.

It is absolutely prohibited to make any changes or connections to the line linking the ECU’s (CAN line), which cannot be tamperedwith, under any circumstances. Any fault diagnosis or maintenance work can only be done by authorized personnel with IVECOapproved equipment.

- To avoid damaging the vehicle’s electric system, carefully follow the cablemanufacturer’s instructions. The cable section and routeshall be adequate to the type of load and the positioning of the same on the vehicle.

- Do NOT use a quick battery charger for emergency vehicle starting. Otherwise, the electronic systems - in particular, the controlunits that perform the lighting and power supplying functions - may be damaged.

Always disconnect the batteries before commencing any work on the electrical system. First disconnect the negative and thenthe positive power cable.

Use fuses with the required capacity for their specific function.Never use fuses of higher capacity. Change themonly after eliminatingthe problem with keys and ancilliaries disconnected.

Restore the original conditions of the wiring (routing, guards, and binding, preventing the cable at all costs from coming into contactwith metal surfaces of the structure that may impair its integrity).

During work on the chassis frame, to safeguard the electrical system, disconnect the relevant components and the earth connec-tions, follow the guides given in points 2.1.1 and 2.3.4.




When fitting additional equipment, where necessary, diodesmust be fitted to provide protection against any induction current peaks.

The earth signal originating from analogue sensors must only be wired to a specific receiver. Additional earth connections couldresult in false output signals being emitted from these sensors.

The wiring looms for the electronic components with low intensity signals must be arranged in parallel to the metal datum planei.e. it must adhere to the chassis/cab structure in order to reduce the parasite capacity. It should be spaced from additional wiringlooms as far as possible.

Additional equipment should be connected to the system earth with the utmost care (see point 2.1.1). The relative wiring mustnot be fitted alongside the existing electronic circuits in order to avoid electromagnetic interference.

The wiring of the electronic systems (length, conductor type, arrangement, clamping, connecting shield braids etc.) must follow theoriginal IVECO standards. Carefully reset the original system after carrying out any work.

Engine starting

Never start the vehicle by towing.

Do not start the engine without first disconnecting the batteries permanently.

If the batteries require charging, disconnect them from the vehicle circuit.

If starting using auxiliary methods, this must be carried out only using an external battery trolley in accordance with the followingprocedure:

- To prevent damage to the vehicle, it is important to ensure the tanks contain sufficient fuel during start-up. Attempting to startthe engine with insufficient fuel could cause serious damage to the injection system.

- Observe all current accident prevention precautions (including the use of gloves).

- Use a battery trolley with specifications similar to those of the vehicle battery.

- Use an appropriate cable to connect the battery trolley positive terminal to the positive terminal of the CBA fitted on the vehiclebattery positive terminal.

- Use a suitable cable to connect the negative terminal of the charged battery to the earth of the vehicle with the flat battery.

- TWhen starting the engine on vehicles with a manual gearbox: turn the key ON and wait for all the engine warning lights onthe instrument panel to go off. Start the vehicle engine. The starter motor must not be used for longer than 10 seconds. Donot depress the accelerator pedal during start-up.

- When starting the engine on vehicles with an automatic gearbox: turn the key ON and press the brake pedal. Wait for all theengine warning lights on the dashboard to go off and for a ”Gearbox OK” message to appear on the display. Start the vehicleengine. The starter motor must not be used for longer than 10 seconds. Do not depress the accelerator pedal during start-up.

- Wait for the vehicle engine to reach idling speed.

- Do not turn on any vehicle electrical appliances, e.g. low beams, heater. This will prevent any current peaks and damage to electriccontrol units when the battery trolley is disconnected.

- Firstly disconnect the vehicle negative terminal and then the battery trolley negative terminal.

- First disconnect the CBA cable fitted to the vehicle battery positive terminal and then the battery trolley positive terminal.




- The battery must in any case by recharged subsequently by disconnecting form the circuit using the correct slow, low currentrecharging procedure.

- Do not use other devices (battery charger) to start the engine. If in doubt, contact the IVECO service network.

!Any damage to electronic control units caused by failure to comply with procedure is not covered bythe warranty.

See Chapter 5 for precautions to be adopted for installed control units.

2.16.1 Earth points

The vehicle’s original ground connections should not be modified in principle. In the event that suchconnections need be displaced or addition ground points need be realized, use the holes found on thechassis as much as possible, taking care to:- remove by mechanical means, i.e. by using a file and/or a suitable chemical, the paint both on thechassis side and on the terminal, until the anaphoretic paint is fully taken off the chassis, thusobtaining a base surface free from nicks and steps;

- apply a suitable paint with high electric conductivity properties between the cable terminal and themetal surface;

- connect the ground not later than 5 minutes after applying the paint.

As regards the signal-related ground connections (e.g. sensors or low-absorption devices), do not use the standardized pointsfor engine ground connection and chassis ground connection.

The additional signal grounds shall be positioned at different points from the power grounds.

Figure 2.19

4972 86686 4974

AB

DC

CA

B

1.

2.

3.

1. Ground connections: (A) in the first instance, connection is correct; (B) in the second instance, connection is incorrect -2. Correct cable fastening to the ground point by using: (A) screw, (B) cable terminal, (C) washer, (D) nut -

3. Cable connected to the ground.




Figure 2.20

GROUND POINTS AVAILABLE ON THE VEHICLE

m2. left chassis side member engine compartment ground - m3+ms3. engine compartment ground under the power brakem4. engine compartment ground next to the front right headlamp - m5. engine compartment ground next to the left rightheadlamp - m6+ms6. right-side cab interior on the dashboard carrier - m7+ms7. left side cab interior on dashboard carrier

m8. Earth on frame behind cab - m9. Earth on left rear crossmember

120364

m = power groundsms = signal grounds

m4

m6+ms6

m3+ms3

m2

m5

m7+ms7

m9m8

Figure 2.21

m2. Left frame rail engine compartment earth120381




Figure 2.22

m3 + ms3. Engine compartment earth beneath brake servo

119372

Figure 2.23

119373

m4. Engine compartment earth near right front light




Figure 2.24

11m5. Engine compartment earth near left front light

119374

Figure 2.25

114177

m7 + ms7. Left side cab interior earth ondashboard carrier

m6 + ms6. Right side cab interior earth ondashboard carrier

m7 + ms7

114176

m6 + ms6

Figure 2.26




Figure 2.27

m8. Earth on frame behind cab120382

Figure 2.28

m9. Earth on left rear crossmember

120383




The negative leads connected to a system ground point shall be as short as possible and connected with one another accordingto a ”Y” or ”X” arrangements. Therefore, they shall be tightened as orderly and properly as possible.

As far as electronic components are concerned, the following instructions shall also be followed:

- The electronic control units shall be connected to the system ground when they are equipped with metal cases.

- The negative cables of the electronic control units shall be connected both to a system ground point and to the negative terminalof the battery.

- The analog grounds (sensor) shall feature very good conductivity, though they are not connected to the system ground/negativeterminal of the battery. As a result, the greatest care shall be taken with the cable terminal stray resistance: oxidation, seamingdefects, etc.

- The screened circuit metal braid shall come into electric contact only at the end facing the control unit into which the signalis fed.

- If junction connectors are available, the unscreened length ”d” next to the same shall be as short as possible.

- The cables shall be laid in such away that they are parallel to the reference plane, i.e. as near the chassis/body structure as possible.

Figure 2.29

Metal-braid screening of a cable to an electronic component

114077

”Y” or ”X” connection of various negatives with the system ground




2.16.2 Electromagnetic compatibility

We recommend that electrical, electro-mechanical and electronic devices which comply with the following immunity require-ments for electromagnetic emissions, both irradiated and conducted are used:

The level of electromagnetic immunity of the electronic devices equipping the vehicle, at a distance of 1 metre from the transmittingaerial must be:

- 50V/m immunity for devices performing secondary functions (not impacting on direct vehicle control), for frequencies varyingfrom 20 MHz to 2 GHz.

- 100V/m immunity for devices performing main functions (not impacting on direct vehicle control), for frequencies varying from20 MHz to 2 GHz.

The maximum admissible variation in transient voltage for units powered with 12V is +60V, as measured at the terminals of theartificial network (L.I.S.N.) during bench tests; otherwise, if the measurements are made on the vehicle, the variation must be deter-mined at the most accessible point in the proximity of the device generating the disturbance.

The 12V supplied devicesmust be free from immune fromnegative noises, such as -300V spikes, posi-tive +100V spikes, +/-150V burst.

They must operate correctly during voltage lowering phases to 5V for 40mS and to 0V for 2mS.

Moreover, they must resist the load dump phenomena up to 40V.

NOTE

Max levels measured on bench for radiated and driven emissions generated by 12V devices are shown in table below:

Table 2.17

Frequency range and limits acceptable by noise in dBuV/m

Type ofemission

Type oftransducer

Type ofdisturbance

Type ofdetector 150KHZ

300KHZ530KHZ2 MHZ

5.9MHZ6.2MHZ

30 -54MHZ

68-87MHzmobileservicesonly

76-108MHzbroadcastonly

142-175MHZ

380-512MHZ

820-960MHZ

Unit ofmeasure

radiated Aerial ata dis-t f

Broad-band

Nearlypeak

63 54 35 35 24 24 24 31 37

radiated tance of1 metre

Broad-band

Peak76 67 48 48 37 37 37 44 50 dBuV/m

radiated Narrow-band

Peak41 34 34 34 24 30 24 31 37

conduc-ted

LISN50 ohm/5 H /

Broad-band

Nearlypeak

80 66 52 52 36 36

conduc-ted

5 uH /0,11 uF

Broad-band

Peak93 79 65 65 49 49

Not ap-plicable

dBuV

conduc-ted

Narrow-band

Peak70 50 45 40 30 36

p

Use electrical/electronic equipment in compliance with the EC Directives on electromagnetic compability, i.e use suitable compo-nents for vehicle applications ”e.” marked (the EC marking is not sufficient). If in any doubt, call the IVECO Service Network.




Fine below an example of brand as required by the current European directive 2004/104EC applicable for electromagnetic compati-bility in the automotive sector:

Figure 2.30

114476

a ≥ 6 mm

If in any doubt, call the IVECO Service Network.

These levels are granted only if the system comes from ”IVECO Spare Parts” or it has been certified as per ISO, CISPR, VDE interna-tional regulations.

In case of systemswhich use the primary or secondary civil electric network (220VAC) as a supply source, the relevant characteristicshave to comply with the IEC regulations.

Two-way radio systems

The most frequent applications include:

- amateur receiver-transmitter units for CB and 2m bands.

- receiver-transmitter units for cellular telephones.

- GPS receiver and satellite navigation units.

The selection of the aerial to be installed in of remarkable importance to ensure max performance to receiver and transmitterequipment. It shall be of very good quality and installed with utmost care, even the mount position is of essential importance, asit determines the aerial efficiency, therefore its transmission range.

Therefore, the SWR (Stationary Wave Ratio), gain and generated electromagnetic field characteristics must be ensured withinpredefined limits, while impedance, efficient height, efficiency, orientability parameters are contained inmanufacturer’s technical card.

The installation of 2m amateur CB sets, mobile phones (GSM) and satellite navigation systems (GPS) must use the power systemalready present on the vehicle. The connection is made directly to terminal 30 of connector ST40 (and 15, where necessary).

These units must be type-approved according to the applicable legal requirements and must be of the fixed type (non portable)type. The use of non type-approved receiver-transmitter units or supplementary amplifiers might affect the correct operation ofstandard on-board electrical/electronic devices, with adverse effects on vehicle and/or driver safety.




Amateur equipment for CB and 2m band.

The installation of CB (27 MHz) and 2m (144 MHz) sets must use the power system provided on the vehicle. The connectionis made to terminal 30 of connector ST40.

The systems must be legally type-approved and fixed (not portable). Install the transmitting part in a flat, dry area separate from theelectronic components of the vehicle, away from humidity and vibrations.

The antenna must be installed outside the vehicle, possibly on a large metallic base as vertically as possible with the connection wireleading downwards. Follow the instructions and the manufacturer’s warnings for assembly (see Figure 2.31).

• The SWR must be as close as possible to one. The recommended value is 1.5, while the maximum acceptable value must notin any case be greater than 2.

• The AERIAL GAIN values must be as high as possible and ensure sufficient spatial uniformity, normally with deviations from theaverage value in the order of 1.5dB in the typical CB radio band (26.965-27.405 MHz).

• The RADIATED CAB FIELD value must be as low as possible. We suggest < 1 V/m as a quality target. In any case, the valuemust not exceed limits imposed by current European guidelines.

• The aerial must therefore always be located outside the passenger compartment.

It is advisable to consider the following guidelines to ensure that the radio-cable-aerial is working effectively and assess whether theaerial is adjusted:

1) If the SWR is higher on low channels than high channels, extend the aerial.

2) If the SWR is higher on high channels than low channels, shorten the aerial.

After adjusting the aerial, it is advisable to re-check the SWR on all channels.

The best position to install the aerial is the centre of the roof because the earth plane is proportional in all directions, while installationon a side or any other part of the vehicle makes the earth plane proportional to the vehicle mass.Cables involved in the installations should be connected and positioned taking care to:

- Use a top-quality, low-loss coaxial antenna cable with the same impedance as the transmitter and the antenna. (see Figure 2.32).

- The coaxial cable run must be at a suitable distance (minimum 50 mm) from pre-existing wiring (TV, radio, telephone, amplifiersand other electronic devices) to prevent interference and malfunctioning. Ensure the minimum distance from the metallic struc-ture of the cab. Cable installation on the left or right-hand side is preferable.

- Clean the lower part of the hole made in the body for installing the antenna in fixed position so that the antenna support isperfectly connected to the vehicle earth.

- The coaxial cable connecting the antenna to the radio must be fitted with the utmost care. Avoid curves or bends which canpinch or distort the cable. Avoid tangling. Shorten the wire as much as possible. Remember that any imperfections in the coaxialcable will cause severe interference for the radio transmitter.




- Use existing holes for routing the cable. Take all the necessary precautions for protecting the body if additional hole have tobe drilled (use anti-rust paint, sheath, etc.).

- Ensure a good connection with the vehicle earth both at the base of the antenna and at the device fixing to ensure maximumpower transfer.

Radio transmitters are typically fitted on the dashboard in the gear lever area or in the header rail above the driver (see Figure 2.33).

Figure 2.31

1. Antenna support - 2. Gasket (P/N for spares 244614) - 3. Fixed joint cover (P/N for spares 217522) - 4. Fixing screwM6x8.5 (torque to 2 Nm) - 5. Antenna (spare P/N for complete rod 675120) - 6. Roof - 7. Antenna extension lead

98915

Figure 2.32

1. Antenna connector - 2. Ground wire - 3. Insulator - 4. Signal wire - 5. Capacitor (100pF) - 6. Cable RG 58 (characteristicimpedance = 50 Ω) - 7. Clamp - 8. Protective cap - 9. Connector (N.C. SO - 239) transceiver side - 10. Test executed sticker- 11. The 100pF capacitor must be soldered on the lower pin and crimped to the ground braid - 12. The lower pin must be

soldered to the core conductor of the cable - 13. Nut

99349




Figure 2.33

1. Location of the CB transceiver unit (City Band)119358

Two-way systems for GSM/PCS/UMTS mobile phones

Cellular telephone systems must be installed using the power systemprovided in the vehicle. Connect to terminal 30 via a supple-mentary fuse.

The devices must be legally type-approved and fixed (not portable). Install the transmitting part in a flat, dry area separate from theelectronic components of the vehicle, away from humidity and vibrations.

• The SWR must be as close as possible to one. The recommended value is 1.5, while the maximum acceptable value must notin any case be greater than 2.

• The AERIAL GAIN values must be as high as possible and ensure sufficient spatial uniformity, normally with deviations from theaverage value in the order of 1.5dB in the 870-960 MHz band and 2 dB in the 1710-1880MHz band.

• The RADIATED CAB FIELD value must be as low as possible. We suggest < 1 V/m as a quality target. In any case, the valuemust not exceed limits imposed by current European guidelines.

• For this reason, the aerial must always be placed on the outside of the vehicle cab, if possible on a broad metal base fitted asupright as possible with the connection lead facing downwards, observing the Manufacturer’s installation instructions and warn-ings.

The ideal location of the antenna is on the front of the cab roof at a distance no less than 30 cm from other antennas.




Follow the precautions below when connecting and arranging the wires:

- Use a top quality cable particularly as concerned to the protective shielding.

- The cable route must be at a suitable distance (minimum 50 mm) from pre-existing wiring. Ensure the minimum distance fromthe metallic structure of the cab. Avoid excessively pulling or pinching the cable. Installation on the left or right-hand side is prefer-able.

- Never shorten or extend the coaxial antenna cable.

- Use existing holes for routing the cable. Take all the necessary precautions for protecting the body if additional hole have tobe drilled (use anti-rust paint, sheath, etc.).

- Ensure a good connection with the vehicle earth both on the base of the antenna and at the device fixing to ensure maximumpower transfer.

Cellular telephones are typically fitted on the dashboard in gear lever area or in the header rail above the driver.

GPS antenna cable and navigation system installation

Correct and careful assembly of GPS antennas in the vehicle is extremely important for correct operation andmaximumperform-ance.

The antennas should if possible be fitted in a concealed position where they cannot be seen.

Arranging the GPS antenna is a delicate matter. The power of the signal received from the satellite is very weak (approximately136dBm), so any obstacle can effect quality and performance of the receiver.

• The SWR must be as close as possible to one. The recommended value is 1.5, while the maximum acceptable value must notin any case be greater than 2 in the GPS frequency range (1575.42 +1.023 MHz).

• The AERIAL GAIN values must be as high as possible and ensure sufficient spatial uniformity, normally with deviations from theaverage value in the order of 1.5dB in the 1575.42+1.023 MHz band.

The GPS antenna must be installed in a position ensuring maximum visibility of the sky.

The minimum angle of visibility must be 90°. Sky visibility must not be obscured by objects or metallic structures. The installationposition must be horizontal.

The ideal location for the GPS antenna is under the plastic dashboard in the middle and at the base of the vehicle windscreen.

Do not install the antenna under any type of metallic structure in the cab.

Position the GPS antenna at a distance which is not less than 30 cm from another antenna.Follow the precautions below when connecting and arranging the wires:

- use a top quality cable particularly concerning the protective shielding.

- The wire course must be at a suitable distance (minimum 50 mm) from pre-existing wiring. Ensure the minimum distance fromthe metallic structure of the cab. Avoid excessively pulling or pinching the cable. Installation on the left or right-hand side ispreferable.

- Never shorted or extend the coaxial antenna cable.

- Use existing holes for routing the cable. Take all the necessary precautions for protecting the body if additional holes have tobe drilled (use anti-rust paint, sheath, etc.).

- Ensure a good connection with the vehicle earth both on the base of the antenna and at the device fixing to ensure maximumpower transfer.

Navigation systems must be installed using the power system provided in the vehicle. Connect to terminal 30 via a supplementaryfuse.

The devices must be legally type-approved and fixed (not portable). Install the transmitting part in a flat, dry area separate from theelectronic components of the vehicle, away from humidity and vibrations.




Installation of IVECO original radio

The radio comes in two configurations:

- Radio with CD player

- Radio with CD+MP3 player

The IVECO radio is built into the system on the CAN network and allows:

- Message repetition to comfort control panel

- Volume adjustment according to vehicle speed

- Integration with Convergence V2 system

- Recognition/antitheft system with body computer

If the original radio is not present, an aftermarket radio may be fitted.

119375

Radio connector

Aerialconnector

119376

119377




2.16.3 Additional equipment

Where the set power supply requires a voltage other than the system voltage, this must be obtained by means of an appropriateDC/DC 12-24V converter/inverter unless one is already fitted. The power cables for the converter must be as short as possiblewith no coils and maintaining the minimum distance from the reference plane.

!When installing devices that could interact with other electronic systems, namely: Retarders, Extraheaters, Power take-offs, Air conditioners, Automatic transmissions, Telematics and Speed limiters- contact IVECO to for efficient application.

For the operations which might cause interference with the basic system, it is necessary to carry outdiagnostic checks in order to make sure that the system has been properly fitted. These tests can becarried out using on-board diagnostic ECUs (Electronic Control Units) or IVECO service.

IVECO reserves the right to void vehiclewarranty if work is carried out in away which does not com-ply with IVECO directives.

NOTE

!Using receiving-transmitting devices not approved or fitting auxiliary amplifiers may seriously affectcorrect operation of the electric/electronic units fitted to the vehicle, with adverse effects on thevehicle and/or driver safety.

!Any damage to the system caused by the use of receiving-transmitting units not approved or theaddition of auxiliary amplifiers shall not be covered by the warranty.

The vehicles system is designed to provide the necessary power to all the standard equipment. Each piece of equipment hasits own specific protection for its own function and the appropriate dimensions of the wires.

Fitting of additional equipment must include the provision of suitable protection and must not overload the vehicle’s system.

The earth connections of the additional devices must be made with a cable of an adequate size. It should be as short as possibleand permit movement of the apparatus in relation to the chassis of the vehicle.

If batteries of a greater capacity are used, due to the demand of the added loads, it is advisable to fit optional batteries or alternatorswith a greater capacity.

In any case we recommend that the increase in the capacity of the batteries should not exceed 20 to 30% of the maximum valuesprovided as an optional extra by IVECO so as not to damage some components of the system (e.g. Starter motor). If greater capa-cities are required, use additional batteries making the necessary arrangements for recharging as described below.




Supplementary batteries

The addition of an auxiliary battery to the vehicle circuit shall provide for a separate recharging system, which shall be integratedwith the vehicle one. In this case, auxiliary batteries with the same capacity as the original ones (110 Ah) should be provided, toensure correct recharging of all the batteries.In the event that an auxiliary battery is to be installed:- in the passenger compartment, the following batteries can be used:

a) recombination batteries (AGM or gel)

b) traditional batteries.

In both cases, the battery must be completely separated from the occupants in the vehicle. A suitable air tight container could beused in case of:- vapour escape (e.g. in case of alternator voltage regulator failure);

- battery explosion;

- electrolyte leaks, even in case of vehicle overturning.

In the event that type ”A” batteries are used:- a vent to the passenger compartment exterior shall be provided.

In the event that type ”B” batteries are installed, the batteries shall be equipped with:- a cover with a system for blowing the gas off to the outside, fitted with tube for conveying the acid spray to the outside;

- a flame anti-return system by means of a porous pellet (flame arrester).

Moreover, gas escape shall take place far from points liable to spark ignition as well as mechanic/electric/electronic members andparts. The exhaust shall be positioned in such a way that vacuum shall not be generated inside the battery.

!Ground connection of the added battery shall be made by using a cable of adequate section, as shortas possible.

Figure 2.34

NOTE. THE DIAGRAM IS SHOWN FOR ILLUSTRATIVE PURPOSES ONLY

8888

102439

1. Standard battery - 2. Auxiliary battery - 3. Alternator with built-in regulator - 4. Starting motor - 5. Ignition key -6. Remote-control switches - 6B. Proper remote-control switch dimensioning based on only the loads powered by the

auxiliary battery (2) - 7. No battery recharge warning light

!All the lines downstream all the batteries shall be adequately protected, under any possible faultcondition. Failure to ensure adequate protection may pose a fire hazard and a danger to the persons.




Auxiliary alternators

The vehicle’s electric system has been designed to supply the necessary power to the installed pieces of equipment. Both thespecific protection and correct cable dimensioning are ensured for all the pieces of equipment, within the context of their ownfunctions.

The addition of auxiliary pieces of equipment shall provide for suitable protections and shall not overload the vehicle system.

In the event that an extra battery has to be used in parallel to the standard one, it is recommended that a heavy duty alternatoris used or an auxiliary alternator is fitted.

The auxiliary alternator shall be of the type equipped with Zener-diode rectifiers, to avoid possible damage to the installedelectric/electronic pieces of equipment owing to accidental battery disconnection. Moreover, every single alternator shall featurea warning light or LED signalling failed battery recharge.

The auxiliary alternator shall feature the same characteristics as the standard one, and the cables shall be properly dimensioned.

In the event that modifications other than the ones described in this manual need bemade to the system (e.g. adding several batteriesin parallel), the operation shall be carried out together with the IVECO experts.

Figure 2.35

102440 114179

NOTE. THE DIAGRAM IS SHOWN FOR ILLUSTRATIVE PURPOSES ONLY

TO THE BATTERIES

TO THE BATTERIES




2.16.4 Current drawing

Precautions:

The points where current can be drawn and the instructions to be followed are described below.Protection fuses MUST be used and fitted next to the point where the power is taken.The added cables shall be protected by running them inside special sheathes or corrugated pipes. They shall be installed in accordancewith the instructions given in paragraph 2.16.5.

114081

1. Body builders. node for power take-off (engine compartment, on battery) - 2. Passage of wires between cab/enginecompartment - 3. Body builders’ connector (cab interior)

Figure 2.36

CBA voltage supply (on battery)

Figure 2.37

107635

Ref. Function Fuserange Sect.

1 Positive +30 for alternator motor 500 502 Positive for engine opening central unit ”CVM” 150 353 Positive +30 for CPL - Dashboard control unit secondary loads 70 104 Positive +30 for CPL - Dashboard control unit primary loads 50 65 Positive +30 for box OPT 70 106 Positive +30 - Wiring for body builders’ interface - -




A distribution and protection control unit ( CBA) is installed on the battery. This is fitted with a power take-off for body builders.

The body builders’ node is installed on stud no. 6 of the CBA.

Figure 2.38

BATTERY

BATTERY

CBA

CFO

CBA

116173

Installation precautions

1) Do not lose any parts when overturning the component.

2) Fuses must not be removed from their position during installation.

3) Fit terminals on the studs and secure with nuts (M5 flanged nut, self-locking nut, etc.). Tighten the nuts to torque (4 min - 6max Nm)

4) Then secure the CFO (Centralina Fusibile Opzionale - optional fuse unit) to the CBA control unit, taking care to fit the holein the strip over the stud (M8 flanged nut, self-locking nut, etc.) of the battery terminal (built into the CBA) and tighten the nutto the required torque ( 8.8 min - 13.2 max Nm).




Fuse and relay box under the dashboard

It is located in a special compartment, which can be closed by means of a snap-in drawer.Figure 2.39

114180

Only fuses of the prescribed type and rated current values shall be used - Danger of fire.The fuses shall be replaced only after the cause of their actuation is eliminated. Cables shall be checked for integrity.

Table 2.18

Fuse Utilization Rated capacityF-12 Right low-beam headlight 7.5 AF-13 Left low-beam headlight - headlamp trim corrector 7.5 AF-31 Relay T08-T17in CVM and BC 3 AF-32 Not used 15 AF-33 Air heater/cigar lighter 15 AF-34 Current draw 20 AF-35 STANLEY solenoid 10 AF-36 Central locking 20 AF-37 Switch for brake lights and miscellaneous loads under 15 5 AF-38 BC-ceiling light internal relay power supply 10 AF-39 Car radio - tachograph 15 AF-40 Not used 10 AF-41 Not used 10 AF-42 Reversing light switch 5 AF-43 Windscreen wiper 20 AF-44 Spare -F-45 DDC and CDDC 3 AF-46 Spare -F-47 Driver window regulator 25 AF-48 Passenger window regulator 25 AF-49 Air conditioner/car radio/heated seat ECU 15 AF-50 Not used 5 AF-51 Tachograph 5 AF-52 Spare -F-53 Main vehicle panel - rear fog light 7.5 A

Table 2.19

Relay Utilization Rated outputT01 Right and left low-beam headlights 7.5 AT11 Not used 7.5 AT12 Cigar lighter/heater takeoff or air conditioner 3 AT13 Power discharge from the key 15 A




Fuse and relay box in the engine compartment (CVM)

Figure 2.40

T27 T26 T25114179

Table 2.20

Fuse Utilization Rated capacityF-0 Ignition spark plugs 60 AF-1 Not used 40 AF-2 Not used 30 AF-3 Not used 30 AF-4 Siren 30 AF-5 Ignition switch 30 AF-6 Fan electromagnetic coupling (Baruffaldi) 20 AF-7 Side lights 20 AF-8 Heater or air conditioner fans 30 AF-9 Windscreen washer 20 AF-10 Warning horn 7.5 AF-11 EDC 16 (secondary loads) 10 AF-14 Right high-beam headlight 7.5 AF-15 Left high-beam headlight 7.5 AF-16 EDC 16, T02, T14 auxiliary heater 5 AF-17 EDC 16 (primary loads) 15 AF-18 Not used 10 AF-19 Fan electromagnetic coupling (Baruffaldi) 5 AF-20 Fuel filter heater 25 AF-21 Fuel pump 15 AF-22 EDC 16 (primary loads) 25 AF-23 Auxiliary heater 10 AF-24 PTO 15 AF-30 Left and right fog light 15 A




Table 2.21

Relay Utilization Rated outputT02 Right and left high-beam headlights 20 AT03 Warning horn 20 AT05 Fan electromagnetic coupling power supply (Baruffaldi) 20 AT06 Fan electromagnetic coupling power supply (Baruffaldi) 20 AT07 Side lights 50 AT08 Heater or air conditioner fans 20 AT09 EDC 16 (main relay) 30 AT10 Fuel pump 20 AT14 Left and right fog lights 20 AT17 Windscreen washer 20 AT19 Fuel filter heater 20 AT20 MODUS or E.A.SY. diagnosis 20 A

Table 2.22

Not incl. incontrol unit Utilization Rated output

T25 Windscreen wiper switch-on/switch-off 10/20 AT26 Windscreen wiper speed 1 & 2 10/20 AT27 Mirror/windscreen power supply 20 A




Optional fuse box (engine compartment)

Figure 2.41

114080

Table 2.23

Relay Drawing ref. Utilization Rated outputT04 1 Rotary lights 20 AT16 12 Working lights 10 AT15 3 Free -T22 4 Air conditioning compressor actuation 20 AT18 6 Baruffali cut-out 20 AT24 7 Power takeoff actuation enable 20 AT23 9 Air conditioning compressor 20 AT21 10 Compressor ON signal fro EDC 16 20 A

Table 2.24

Not incl. incontrol unit Drawing ref. Utilization Rated output

F-55 2 Rotary lights 10 AF-25 5 Trailer connector 10 AF-28 8 APU power supply 15 AF-27 11 Working lights 10 A




Body builders’ connectors (cab interior)

The new Daily is fitted with two connectors to be used by body builders to interface with the vehicle electrical system.

119356

Figure 2.42

Theconnectors are locatedbehindthe passenger side compartmentin an easily accessible area.

Passing cables from inside the cab to outside

Electric cables may be passed from outside the cab to the engine compartment through five 10 mm diameter holes stampedin the bulkhead coupling near the brake servo. Seal the cable routing point to prevent fumes passing from the engine compartmentto the cabin.

Figure 2.43

119355

!Any damage caused by failure to comply with procedure is not covered by the warranty.




Maxifuse and megafuse fuses

Fuse holder are available at the IVECO shops, to protect high-absorption current drawing.They shall be positioned (as near the battery drawing terminal as possible) by the body builder depending on the space availableon the vehicle.

Figure 2.44

119357

Capacity IVECO ref.no.

Cable section Capacity IVECO ref.no.

Cable section

KIT 40A 4104 0110 KZ 10 mm2 KIT 100A 4104 0112 KZ 25 mm2

KIT 60A 4104 0111 KZ 10 mm2 KIT 125A 4104 0113 KZ 35 mm2

KIT 150A 4104 0114 KZ 50 mm2

It should be pointed out that the current intensity shall, when grouping several cables, be reduced compared with the rated valueof one single cable in order to compensate for smaller heat dispersion.As regards the vehicles the engines of which are frequently started, in the presence of current drawing and short engine rotationtime (e.g. vehicles equipped with refrigerating bodies), the battery shall be recharged at regular intervals in order to ensure efficiencyof the same.The connections with plugs and terminals shall be of the protected, weather-proof type. Components of the same type as the oneoriginally fitted to the vehicle shall be used.In the event that units and assemblies (various components, etc.) need be relocated due to special body building or vehicleconversion, such relocation shall be permitted providing:In the event that a component has be installed just next to the route of a cable belonging to the original system, or a cable routeneeds be changed, the same can be relocated provided that its integrity is maintained (cuts shall not be made).

Figure 2.45

!Any damage caused by the failure to comply with the procedure shall not be covered by the warranty.

The airbag system components must not be displaced or tampered with for any reason whatsoever.




2.16.5 Additional Circuits

These must be separated and protected by a fuse from the vehicle’s main circuit.The cables utilised must be of a size that is suitable for the relative functions and must be well insulated. They must also be suitableprotected in sheaths (not PVC) or routed though flexible conduits in the case of a plurality of functions (we recommended the useof polyamide type 6 plastic for flexible conduits) and theymust be correctly installed in a place where they are protected from impactand heat sources. Take care to avoid any chaffing with other components, particularly with live edges of the bodywork. The transitof these cables through structural components (crossmembers, profiles, etc.) must be executed using suitable cable glands or protec-tions; firstly the cables must be secured separately with insulated cable clamps (e.g. made of nylon) at adequate intervals (approx.200 mm).In the case of external panels use a suitable sealant on both the cable and on the panel, to avoid the risk of infiltration of water,dust, or fumes.Establish suitable distance between electrical wiring harnesses and other components as follows:- 10 mm from static components;- 50 mm from moving components (minimum distance = 20 mm);- 150 mm from components that generate heat (e.g. engine exhaust).Wherever possible it is good practice to follow a different cable route for signal cables interfering at high absorbed intensity (e.g.electric motors, solenoid valves) and signals that are susceptible to low absorbed intensities such as sensors, maintaining in any eventa position as close as possible to the metal structure of the vehicle in both cases.Plug and terminal connections must be protected, resistant to weathering, and executed using components of the same type asthose utilised originally on the vehicle.Use cables and fuses with the characteristics shown in the following table in accordance with the current draw:

Table 2.25

Max. continuous current 1) (A) Cable cross-section (mm2) Fuse capacity 2) (A)0 ÷ 4 0.5 54 ÷ 8 1 108 ÷ 16 2.5 2016 ÷ 25 4 3025 ÷ 33 6 4033 ÷ 40 10 5040 ÷ 60 16 7060 ÷ 80 25 10080 ÷ 100 35 125100 ÷ 140 50 150

1) For uses of more than 30 seconds.2) Depending on the position and hence the temperature that may be reached in the housing, choose fuses that can be loaded to up to 70% - 80%of their maximumcapacity.

!The fuse must be connected as close as possible to the current take-off point.

Precautions

- Incorrect installation of electrical accessories may affect occupant safety and cause severe damage to the vehicle.Contact IVECOif you have any questions.

- Avoid coupling with signal transmission cables (e.g. ABS), for which a preferential path has been defined for electromagneticrequirements (EMI).It should be noted that when grouping several cables together, in order to compensate for the lower heat dispersal capacitycurrent intensity must be reduced with respect to the nominal value of a single cable.

- In vehicles subject to frequent engine starts, in the presence of power draws with limited engine running times (e.g. vehicles withrefrigerated bodies) periodic battery charges are required to maintain optimal efficiency.




2.16.6 Operations to adjust overhang

If the length of the wires on the chassis are modified to accommodate the new overhang, a watertight joint must be used withthe same specifications as those used on the standard vehicle. Components used - such as wires, connectors, terminals, ducts etc.- must be the same type as those used originally and must be fitted correctly.

As far as electronic control device function is concerned, no joins are permitted: the cable must be rep laced by a new cable withthe same specifications as that used on the vehicle, and of appropriate length.

2.16.7 Provision for trailer

If the tail-lights are repeated on the trailer, fit the vehicle with a 13-pin trailer point.

It is not permitted to connect directly to the original equipment tail-light lights. Connection to the original vehicle tail-lights couldcause current overloads that will be indicated by the on-board computer as operating faults.

If it is necessary to make changes to the system other than those described in this manual (e.g. inclusion of LED lights), the operationmust be carried out in conjunction with Iveco.

a) Trailer connector added by the body builder

If the vehicle is not ordered with a trailer point, a set may be ordered from parts. This consists of:

- electronic control unit;

- control unit fastening brackets;

- front bridle for connecting the control unit with the bonnet cable and chassis cable sectioning;

- chassis cable with 13-pole connector.

Installation

To ensure correct installation, the following instructions shall be followed:

- fit the electronic control unit onto the bracket next to the radiator, as illustrated in the pictures.

Figure 2.46

114195

114196

1

2

1

FRONT VIEW1. Electronic control unit - 2. Radiator

REAR VIEW1. Interfacing connectors




- Disconnect the grey connector between the chassis cable and the cab cable. Connect the interfacing bridle between theelectronic control unit and the connections available on the vehicle, as illustrated in the diagram.

Figure 2.47

1. Electronic control unit with bracket - 2. Red taping (connect to the added 13-pole chassis cable) - 3. Yellow taping(connect to the cab/bonnet cable) - 4. Connect to the chassis cable found on the vehicle - 5. Connect to the chassis ground

114197

Figure 2.48

1. To be connected to the chassis cable (from where the reversing gear sensor connection had come off) - 2. To beconnected to the reversing gear sensor - 3. Connect to the chassis ground - 4. To be connected to the control unit

connector - 5. Cable to be fitted onto the chassis

114198

For more details on connections and assembling, ask IVECO for the wiring diagrams.

!Any damage to the lighting system caused by the failure to comply with the above procedure shall notbe covered by the warranty.




b) Factory-installed trailer connector (optional item 06520)If the vehicle is ordered complete with the trailer connector, the full circuit will be delivered, which is made up of the electronic

control unit (already fitted into place), the set chassis cable and the 13-pole connector.

Figure 2.49

114194

Electronic control unit

13-pole connector

Rear lights

Rear lights

Chassis cable

Connections with thecab cable

The diagram is shown for illustrative purposes only.NOTE

Description of 13-pin interface

Table 2.26

13-poleconnector

pinCable no. Description Remarks

1 1120 Rear left indicator bulb 1 bulb (21 W, 12 V)2 2283 Rear fog light power supply 2 bulbs (21 W, 12 V)3 0000 Ground -4 1125 Rear right indicator bulb 1 bulb (21 W, 12 V)

5 3335Front left/rear right sidelights;left licence plate light; left clearance light

1 bulb (5 W, 12 V)

6 1175 Brake light power supply 2 bulbs (21 W, 12 V)

7 3334Front right/rear left sidelights;right licence plate light; right clearance light

1 bulb (5 W, 12 V)

8 2268 Reversing light power supply 1 bulb (21 W, 12 V)9 7777 After fuse F23 on the CVM Battery positive10 8879 After fuse F16 on the CVM Ignition-operated positive11 0000 Ground -

12 6676 Trailer connection signal (ground)Signal to be supplied if theparkingsensors are available

13 0000 Ground -




2.16.8 Side Marker Lights

The local or EC standards in force in some countries lay down that the vehicles specially manufactured by the body buildersshould be fitted with side marker lights on the overall length of the vehicle itself.

The Daily range vehicles are equipped with specific terminals to make the electric connection required to power the side markerlights.

The external body builders shall take care to make the connections and install the lights on the respective added structures (boxes,vans, etc.).

To ensure the electrical properties of the female connector contacts remain unchanged over time, leave the cap provided by IVECOin place.

Below is an illustration of the position for the above terminal on the chassis-cab.

!It is not possible to draw current from side parking lights.

Figure 2.50

0000 Ground (pin 1)3390 Right side (pin 2)3390 Left side (pin 3)

102448




Table 2.27

Connector on the vehicle IVECO code Interface to be used Part number Quantity

Male connector 98435341 Female connector 98435344 1Half shell 1Cable terminal 3Gasket (rubber piece) 3Cap 1

Connector pin-out:

Table 2.28

Pin Cable code Function Cable section (mm2) Max. current (A)

1 0000 Ground 1 102 3390 Vehicle right-side marker lights 1 103 3390 Vehicle left-side marker lights 1 10

As regards the vehicles on which the side dimmers are not compulsorily required, the respective connectors are in any case available.In the event that the side dimmers need be installed, the vehicle shall be delivered to an IVECO service centre, in order to havethe body computer enabled.





2.17 Repositioning Parts and Mounting Auxiliary Assemblies and Equipment

Whenever, in the course of modifying the vehicle, it should become necessary to reposition assemblies such as the fuel tank,batteries or the spare wheel, such relocation is permitted provided that the functioning of these parts is not impaired and providedthat the same type of connections as originally in use are re-employed. Their transversal location on the vehicle’s chassis may not,when their weight requires it, be changed radically.

Spare wheel carrier

In the case of chassis cabs not equipped with a spare wheel carrier, and vehicles in which the spare wheel carrier must berelocated, the spare wheel must be set on a support of suitable size that allows the wheel to be readily removed.

To secure the spare wheel to the side of the vehicle with a support attached to the web of the side member, it is advisable to usea local reinforcing plate on the inside or outside of the side member. The size of this plate must take into account both the weightof the wheel and the possible presence of other reinforcements on the side member.In order to limit the torsional stresses on the vehicle chassis, we recommend that the plate be fitted where there is a cross

member, particularly in the case of heavy units.

A similar procedure should be adopted when fitting additional units such as tanks, compressors etc. When positioning them, dueconsideration must be given to the distribution of the weights (see point 1.13). Adequate ground clearance must be ensured withdue consideration given to the operation of the vehicle.Any new holes that are necessary for the relocation must be made in the web of the sidemember in accordance with the

specifications given in point 2.3 taking care to use existing holes as much as possible.

Figure 2.51

102451




Fuel tank

Figure 2.52

120365

The use of fuel tanks other than the original tanks will lead to incorrect readings for fuel reserve, fuel consumption, range etc.on the control panel.

The new electrical systems architecture will process the fuel gauge level signals by associating the emptying concept as for the fueltank original fitted.

!Fuel tanks are subjected to homologation.





2.18 Retarder Installation

Not applicable to the vehicle.

2.19 Modifications to the Rear Underrun

Our vehicles are fitted with a rear underrun bar in accordance with EC Directives.

The maximum permitted distance from the bar to the rearmost part of the body is 400 mm, deducting the distortion found duringapproval tests (10 mm on average).

Whenever the chassis modifications affect the rear overhang, the underrun bar must be repositioned (in compliance with currentregulations) keeping the same connection with the chassis as the original vehicle.

When modifying the vehicles or installing special equipment (e.g. tail lifts) it may be necessary to modify the structure of the underrunbar. Such modifications must not change the original resistance and stiffness specifications (so as to comply with local governmentregulations, if any). The company carrying out the modification / installation must where required, submit the necessary documentdemonstrating compliance with legislation in force at the time.

In the event that a different under run-bar has to be fitted, compliance with the standards and regulations in force must be checked.Test certificates and documentation must, where required, be submitted to the respective government agency.





2.20 Rear mudguards and wheel boxes

When vehicles are supplied without mudguards, the bodybuilder must fit them using similarinstallations as used by IVECO on similar vehicles. In making the mudguards, wheel arches, as well as the shape of the body, bearin mind that:

- Ensure the wheels can turn even in the full bump condition with snow chains fitted, in compliance with the limits shown in thedocumentation supplied by IVECO.

- The maximum width of the vehicle over the tyres must comply with the legal limits.

- The supporting structure should be sufficiently strong enough, avoiding any sudden variation in section.

- The connection can be made to the vertical web of the vehicle’s side members or to the longitudinal sections of the subframe.In the first case, the connection must be made solely with screws, or directly under the superstructure (e.g., body, van, etc.), (referto Figure 2.53).

The instructions given in the first two steps shall also be followed when wheelboxes have to be executed.

Figure 2.53

91472

2.21 Mudflaps

If legally required, unless already fitted ex-factory, the bodybuilder must ensure that the complete vehicle is fitted with mud flaps.When fitting these all regulations (e.g. dimensional etc) must be complied with.





2.22 Side Guards

In some countries national or EC regulations require that the vehicle is fitted with side guards. The Bodybuilder who finishesoff the vehicle must ensure compliance with the required regulations.

On permanently fitted structures such as fixed platform or box bodies etc, side guards can be fitted directly to their basic structure(floor frame, crossmembers).Whereas onmobile structures (such as tippers, demount bodies, removable containers) the side guardswill be connected to the subframe by way of suitable brackets or installed directly to the chassis. In the latter case, we the Bodybuildershould, as far as possible, makes use of any holes already existing in the sidemembers vertical web in compliance with point 2.3.

In accordance with EC regulations, the external protection element can consist of either a single runner whose surface extends inthe vertical direction or of several longitudinal sections with preset sizes and distances between them.

The side guards must be connected to its own supporting structures in order to allow quick removal or tilting should maintenanceor repair work on assemblies or components located next to them be needed.

Operation of and access to the following parts must be ensured.

- Brake system equipment

- Fuel supply

- Suspension

- Spare wheel

- Engine exhaust.

The guards must be made of the appropriate materials (e.g. FeE420).

Particular care must be taken with the installation to ensure that the various requirements of the regulations are complied with (e.g.ground and body dimensions).

The body builder must take care when preparing and fitting the side guards which will depend on the type of body built, as it is notpossible to give specific instructions that would apply to all body versions built.



Chocks

Chocks

2.23 Chocks

Usually these are fitted directly at the factory. Should this not be the case, or if it is necessary to change their original position,the Bodybuilder must work out a new arrangement in compliance with local regulations. The new position must ensure reliabilityand safety as well as easy access for operation by the user.



Chocks

FITTING SUPERSCTRUCTURES 3-1DAILY 4x4


Index

Index

SECTION 3

Fitting supersctructures

Page

3.1 Construction of the Subframe 3-3

3.1.1 Material 3-3

3.1.2 Section bar dimensions 3-4

3.1.3 Aluminium Subframe 3-5

3.2 Elements making up the subframe 3-6

3.2.1 Longitudinal Runner Profiles 3-6

3.2.2 Cross Members 3-8

3.3 Connections between frame and counterframe 3-10

3.3.1 Choosing the Type of Body Mounting 3-10

3.3.2 Body Mounting Characteristics 3-10

3.3.3 Connection with Brackets (flexible type) 3-11

3.3.4 Elastic connections 3-12

3.3.5 Connection with U-bolts (clamps) 3-13

3.3.6 Rigid connection with longitudinal and transverse sealed plates 3-14

3.4 Fitting Box Bodies 3-15

3.4.1 Fixed boxes 3-15

3.4.2 Tipper boxes 3-18

3.5 Tractor for half-trailers 3-20

3.6 Transport of Indivisible Materials 3-20

3.7 Installation of Tanks and Containers for Bulk Materials 3-21

3.8 Installation of cranes 3-23

3.8.1 Crane Behind the Driver’s Cab 3-24

3.9 Installation of Tail Lifts 3-26

3.10 Recovery Vehicles 3-28

3.11 Municipal, Fire-fighting and Special Services 3-28

3.12 Installation of front snowploughs 3-29

3-2 FITTING SUPERSCTRUCTURES DAILY 4x4


Index

Page

3.13 Winch Installation 3-29

3.14 Special body conversions 3-30

3.14.1 Chassis-cowls 3-30

3.14.2 Motor Homes 3-30

3.14.3 Installing an aerial platform 3-31



Construction of the Subframe

33333.


The following general instructions complement the general instructions given in the general regula-tions in Chapter 1.

NOTE

3.1 Construction of the Subframe

The purpose of an subframe (auxiliary frame) is to ensure a uniformdistribution of the loadon the vehicle’s chassis and to increasethe strength and rigidity of the main frame in relation to the particular use of the vehicle.

The following points are to be borne in mind when constructing a subframe:

3.1.1 Material

Usually, provided the subframe is not to undergo great stress, the material used for its construction may be of a lower gradethan that used for the vehicle chassis. It shall have good weldability characteristics and limits not lower than valoes (1) shown inTable 3.1.

Should the stress limits require it (e.g. crane applications), or if very high sections are to be avoided, material with better mechanicalcharacteristics may be used. In this case it should be considered that a lower inertia moment of the reinforcing beam implies highbending stresses on the chassis frame.

The properties of certain materials that are considered in some of the applications indicated below are as follows.

Table 3.1 - Part to be used to construct IVECO Standard 15-2110 and 15-2812 superstructures

Steel name Breaking load(N/mm2)

Yield point(N/mm2) Elongation A5

IVECO FE360D

EUROPE S235JR360 (1) 235 (1) 25% (1)

GERMANY S235JR360 (1) 235 (1) 25% (1)

UK 37/23CR

IVECO FEE420

EUROPE S420MC530 420 21%

GERMANY S420MC530 420 21%

UK S420MC

IVECO FE510D

EUROPE S355J2G3F520 360 22%

GERMANY S355J2G3F520 360 22%

UK 50D




3.1.2 Section bar dimensions

The table below illustrates the values for the bulk modulus Wx for C-section bars recommended by IVECO. The indicated Wxvalue refers to the real section and allows for the section bar coupling radii (it can be calculatedwith some approximation bymultiply-ing by 0.95 the value obtained by considering the section made up of simple rectangles). Bars of different sections can be used asreplacements for the indicated ones, provided that the bulk modulus Wx and the moment of inertia Jx of the new C-section donot features smaller values.

Table 3.2 - Profiles recommended by IVECO

Strength modulusWx (cm3)

Recommended C-section profile(mm)

16 ≤W ≤ 19 80 X 50 X 4 80 X 60 X 4 80 X 50 X 5

20 ≤W ≤ 23 80 X 60 X 5

24 ≤W ≤ 26 80 X 60 X 6

27 ≤W ≤ 30 80 X 60 X 7 100 X 50 X 5

31 ≤W≤ 33 80 X 60 X 8 100 X 60 X 5

34 ≤W ≤ 36 100 X 60 X 6

37 ≤W ≤ 41 100 X 60 X 7

42 ≤W ≤ 45 80 X 80 X 8 100 X 60 X 8

46 ≤W ≤ 52 120 X 60 X 6 120 X 60 X 7

53 ≤W ≤ 58 120 X 60 X 8

59 ≤W ≤ 65 140 X 60 X 7 120 X 70 X 7

66 ≤W ≤ 72 140 X 60 X 8 120 X 80 X 8

73 ≤W≤ 79 160 X 60 X 7

80 ≤W ≤ 88 180 X 60 X 8

89 ≤W ≤ 93 160 X 70 X 7 180 X 60 X 7 140 X 80 X 8

94 ≤W ≤ 104 180 X 60 X 8

105 ≤W ≤ 122 200 X 80 X 6 200 X 60 X 8 180 X 70 X 7

123 ≤W ≤ 126 220 X 60 X 7

127 ≤W≤ 141 220 X 60 X 8

142 ≤W ≤ 160 200 X 80 X 8 240 X 60 X 8

161 ≤W ≤ 178 220 X 80 X 8 240 X 70 X 8

179 ≤W ≤ 201 250 X 80 X 7 260 X 70 X 8

202 ≤W ≤ 220 250 X 80 X 8 260 X 80 X 8

221 ≤W ≤ 224 220 X 80 X 8 280 X 70 X 8

225 ≤W ≤ 245 250 X 100 X 8 280 X 80 X 8

246 ≤W ≤ 286 280 X 100 X 8

290 ≤W ≤ 316 300 X 80 X 8

316 ≤W ≤ 380 340 X 100 X 8

440 380 X 100 X 8

480 400 X 100 X 8




3.1.3 Aluminium Subframe

In the case of materials, having different characteristics compared to steel, such as aluminium, both the dimensions and the struc-tures of the subframe will have, as a rule, to be adapted accordingly.

When the subframe’s main function is mainly to distribute the load more evenly while leaving the major loadbearing to the frame,aluminium longitudinal runners can be used having the same dimensions as stated for the steel. Some typical examples are: fixedbodies, vans, tanks with continuous and close spaced bearers or bearers mounted directly over the suspension hanger brackets.Exceptions are those cases where the high stresses on the vehicle’s frame demand steel runners of a high dimension or shear-resistantconnections.

When the subframemust contribute in terms of strength and stiffness (bodies having high concentrated loads, such as tippers, cranes,central axle trailers, etc.) aluminium is not recommended and has therefore to be authorised for each application.

It should be remembered that, when stating the minimum dimensions for the reinforcement runners, besides the admitted limit ofstress for the aluminium, the different elastic modulus compared to steel (approx. 7.000 kg/mm2 as against 21.000 kg/mm2 for steel)will also have to be considered. This will result in larger dimensions for the runners.

Similarly, when the connection between frame and counterframe guarantees the transmission of shearing forces (connection viaplates), a new neutral axis must be defined for the section based on the different elastic coefficients of both materials when checkingthe stresses at both ends of the single section.

The cooperation request for aluminium definitely means dimensions that are too large and not good value.



Elements making up the subframe


3.2 Elements making up the subframe

3.2.1 Longitudinal Runner Profiles

The side member of the added structure must be continuous, extending as far as possible forward to the front of the vehicleto include, if possible, the area of the rear support of the front spring, and rest on the chassis of the vehicle but not on the brackets.

In order to achieve a gradual reduction in the resistant section, the front ends of the longitudinal runner must be tapered upwardsat an angle of no more than 30°, or tapered in some other equivalent way (see Figure 3.1), ensuring that the front end in contactwith the chassis is suitably connected, min radius 5 mm.

91136

Figure 3.1

If rear cab suspension components (e.g. with long cabs) do not allow the full section cross-section to pass through, proceed asshown in Figure 3.2. This could require the minimum resistant cross-section to be checked when high front bending moments arepresent (e.g. with a crane behind the cab that is operating towards the front of the vehicle) and the fastening should not be morethan 250 mm away from the front end of the subframe if possible.

Figure 3.2

120370




The shape of the section of the runner is determined with due consideration to the function of the subframe and to the typeof structure that is above it. It is advisable to use open C-sections if the subframe is supposed to adapt itself elastically to the chassisof the vehicle, and to use box-type sections when added rigidity is called for.

Proper care must be taken to ensure a gradual passing from the box- type section to the open kind. Some examples on how toachieve this are shown in Figure 3.3.

Figure 3.3

102456

Standard box-typerunner profiles

Gradual passage frombox-type to open-typesection

There must be continuity between the longitudinal runners of the subframe and the vehicle. Where this is not possible, continuitymay be restored by fitting cleat plate brackets.

If a rubber antifriction strip is inserted, specifications and thickness must be equal to those originally used by the IVECO in production(80 Shore hardness, thickness designed to guaranteeminimum clearance after closure, see point 3.3.3). The application of antifrictionmaterial may prevent abrasive actions which can cause corrosion when materials with a different composition (e.g. aluminium andsteel).

In all cases, it is possible to use similar sections whose moments of inertia and resistance are no lower. Such dimensions can beobtained from the technical literature supplied by the manufacturer of the runner profiles. It should be borne in mind that themoment of inertia, apart from being an important factor for the calculation of the share of bending moment to be applied, alsorepresents the most adequate response to the degree of torsional stress required for the specific type of connecting section in use.Therefore, the moment of resistance is a determining factor as regards the stress exerted on the material.




3.2.2 Cross Members

An adequate number of cross members, which should be positioned if possible adjacent to the fastenings, are required to bracethe two runners of the subframe.

The cross members may be of the open type (e.g. C-type) or, if greater rigidity is desired, of the closed type.

Suitable gusset plates must be employed at the points of the connection to confer sufficient strength to the connection (see Figure3.4). In those cases, when greater rigidity is required for the connection, the work procedure may be carried out as illustrated inFigure 3.5.

Figure 3.4 Figure 3.5

Stiffening the Subframe

In the case of certain bodies, such as tippers, cement mixers, crane on rear overhang or bodies with a high centre of gravity,the subframe must be additionally stiffened at the rear end.

Depending on the degree of torsional stress, this must be done in one of the following manners:

- Joining the rear section of the longitudinal member by a box-frame construction.

- Box-frame construction, closed-section cross members (see Figure 3.6).

- Box-frame construction, crossties (see Figure 3.7)

As a general rule, the box-frame construction of the longitudinal runners should not be employed in the front end.

Figure 3.6

102458




Figure 3.7

102459

1. Subframe - 2. Cruciform

Self-supporting Bodies as Subframes

A subframe (longitudinal runners and cross members) need not be fitted if self-supporting bodies are to be installed (e.g. rigid boxbody, tankers), or if the base of the structure to be fitted already serves the purpose of a subframe.



Connections between frame and counterframe


3.3 Connections between frame and counterframe

3.3.1 Choosing the Type of Body Mounting

The selection of the type of connection to be used - if not provided initially by the Manufacturer - is very important in termsof the subframe providing strength and stiffness, for the appropriate body type.

The subframe connectionmay be flexible (brackets or clamps) or it may be rigid, resistant to shearing stress (longitudinal or transverseplates); the choice must be made based on the type of body that is to be mounted (see points 3.4 to 3.9) analysing the stress forceswhich the additional equipment that is added transmits to the chassis both under static and dynamic conditions. The number, sizeand type of securing devices properly subdivided over the length of the subframe, must be such as to ensure a good connectionbetween the chassis of the vehicle and the subframe.

The screws and clamps must be of a strength class no lower than 8.8, the nuts must be equipped with devices that prevents themfrom working loose. The first fixing nut must be located, if possible, at a distance of approx. 250 to 350 mm from the front end ofthe subframe.

Any connecting points previously existing on the frame of the vehicle must be used first.

The compliance with the aforementioned distance for the first mounting must be ensured in cases where the body applies concen-trated loads behind the cab and requires additional stability (e.g. cranes, front end tipping gears etc.) in order to prevent overstressingthe chassis frame. If necessary, additional fixings must be fitted.

If the body to be installed has characteristics different from those permitted on the original chassis (e.g tipper on a platform bodychassis), the bodybuilder will provide the appropriate mountings (e.g. the replacement of brackets by cleat plates in the rear areaof the chassis).

!When anchoring the body to the frame, no welding may be done on the frame of the vehicle, nor mayholes be drilled on the flanges of the frame.

3.3.2 Body Mounting Characteristics

Flexible joints (see Figure 3.8, 3.9 and 3.10) permit limited movement between the frame and the subframe, and permit the useof two parallel working strong sections. Each bears a part of the bending moment in proportion to its moment of inertia.For the rigid type of joint (see Figure 3.11) between subframe and chassis, a single strong section is obtained, provided that the

number and position of the joints are adequate to support the resulting shearing stresses.

When using sheer resisting plates to secure the subframe to the sidemembers, a single strong section is formed which has a higherstrength capacity when compared with the connections made using brakets or clamps. This has the following advantages:

- Lower height of the subframe profile under the same bending moment acting on the section.

- Higher bending moment under the same subframe profile dimensions.

- Further increase in the strength capacity, when the subframe is made up of high mechanical characteristic materials.




3.3.3 Connection with Brackets (flexible type)

A few examples of this type of connection (flexibility mounting), are shown in Figure 3.8 and 3.9.

Figure 3.8

102460

1. Subframe - 2. Frame - 3. Shims

A

In order to ensure a flexible joint there must be a gap of 1 to 2 mm between the brackets of the frame and those of the subframebefore the securing bolts are tightened. Larger gaps are to be reduced by using suitable shims. Using bolts of proportional lengthimproves the flexibility of the connection.The brackets must be secured to the web of the vehicle’s side member only by means of bolts or rivets.

In order to guide and better contain the loads transversally, a slight protrusion of the brackets above the chassis is recommended.When the brackets are fitted flush with the upper flange of the side member, the lateral movement of the body structure must besecured by other means (e.g. using guide plates the chassis connected - see Figure 3.10). When the front connection is of the elastictype (Figure 3.9), lengthwise securing must be ensured even in the conditions of maximum twisting of the chassis (e.g. off-road).

When the chassis already has factory fitted brackets for the installation of a box-type body, these brackets must be used for theinstallation of the structure. The brackets fitted to the subframe or to the body must have characteristics of strength not lower thanthose of the original brackets fitted to the vehicle.




3.3.4 Elastic connections

In the event that greater flexibility is required from a connection (e.g. vehicles with very rigid superstructures such as van bodyversions, tanks, etc. used on rough or winding roads, special vehicles, off-road vehicles, etc.), then elastic connections should be usedas those illustrated in Figure 3.9 shall be used at the front behind the driver’s cab.

Figure 3.9

102461

2. Elastic elements1. Elastic element

In case of superstructures that generate very high bending and twisting moments (e.g. cranes located behind the cab), thesubframe dimensions must be such as to adequately contain them.

The characteristics of the elastic element must be adequate to the superstructure stiffness, wheelbase and use intended for thevehicle (rough road conditions).

When using rubber mountings, materials that give the same characteristic to that of the spring type must be used. Relevantinstructions for visual checking and torque setting must be provided.

The overall connection capability may, if necessary, be resumed by fitting shear-resistant plates in the area of the rear suspension.

On installations where the vehicle may be lifted by hydraulic stabilizers (e.g. cranes, overhead platforms), the yield of the elasticelement must be reduced in order to ensure sufficient frame support and also avoid excessive bending moments on the vehicleschassis.




3.3.5 Connection with U-bolts (clamps)

The most important mounting of this type is illustrated in Figure 3.10.

In this type of construction the bodybuilder must place a spacing piece, preferably made of metal, between the flanges of the twoside members at the point where the U-bolts are located, in order to prevent the bending of the frames when the U-bolts are tigh-tened.

In order to guide and to better contain transversally the structure that is attached to the vehicle’s chassis, this type of joint mustbe complemented by the addition of plates that are attached to the subframe and chassis as shown in Figure 3.10.

Due to the nature of this type of mounting, its all-round use on the vehicle is not advisable. However, it is necessary - in order tokeep the added structure from sliding, and to increase the rigidity - to provide positive attachment towards the rear with cleat platesto secure both longitudinally and transversaly.

For this purpose it is also possible to use bolt-type connections at the rear end of the chassis as illustrated in Figure 3.11.

Figure 3.10

1. Frame - 2. Subframe - 3. U-bolts - 4. Locking with lock nut -5. Spacers - 6. Cleat plate (where necessary)




3.3.6 Rigid connection with longitudinal and transverse sealed plates

This type of fixing shown in Figure 3.11 is achieved by means of a plate that is welded or bolted to the subframe and is securedto the chassis by means of bolts or rivets. This ensures good reaction to longitudinal and transverse thrust and provides maximumrigidity between the vehicle chassis and the subframe.

Figure 3.11

102462

Assess the advisability of applying strengthening plates to the cut on each occasion.When this type of joint is used, the following must be observed:

- The plate must be attached to the vertical web of the main sidemembers. Before fixing ensure that the subframe is mountedcorrectly on the top flange with no gaps between the two mating surfaces.

- The use of cleat plates must only be fitted to the central and rear sections of the frame.

- The number of plates, thickness and number of securing bolts must be adequate to transmit the sections shear and bendingmoments between the chassis and the subframe.When all the necessary elements are available these values can be determined accurately by calculation.

The height of the subframe has to be limited as much as possible (e.g., towing centre axle trailers, crane on rear overhang, tail lifts,etc.). Follow the instructions given in Table below:

Table 3.3

Chassis / subframe

Max. distancebetween the centre

Min. plate characteristicsChassis / subframesection height ratio

line of theshear-resistant plate

(mm) 1)

Models 3)Thickness(mm)

Screw size(min. 3 screws per plate) 2)

≤1,0 500 35S18W; 55S18W 5 M 12 (2 screws per plate)

1) Increasing the numberof bolts per plate enables a proportional increase in the distance between the plates (twice the number of bolts enables a greater distancebetween the plates). In the areas of high stress (e.g., supports of the rear spring, or of the rear air springs) provision must be made to fit the plates as closetogether as possible.

2) In the case of limited thickness of both the plates and the subframe, the connection should be carried out using spacers, so that longer bolts can be used.





3.4 Fitting Box Bodies

Dimensions and centres of gravity

Check that the weight is correctly distributed, particularly bearing in mind the instructions on the height of the centre of gravitymentioned in chapter 1, taking appropriate constructional precautions to ensure maximum stability of the transported load on thejourney.

3.4.1 Fixed boxes

See table in Chapter 1 to find out the volumetric masses required to determine the load distribution.

On standard cab vehicles, intended exclusively for road use, box- bodies are usually fitted on a subframe comprising longitudinalrunners and cross members. The minimum dimensions of the longitudinal runners are specified in Table 3.4.

Table 3.4

ModelsMinimum reinforcement sectional longitudinal

ModelsWheelbase (mm) Sectional modulus Wx (cm3)

35S18W; 55S18W 3050; 3400 21

1) The body structure with its base should be made so that it can make an adequate torsion contribution to the chassis frame of the vehicle.

The attachment is carried out using the brackets arranged on the vertical web of the side members. If IVECO have not providedthe brackets they must be installed according to the specifications given in point 3.3. In order to provide adequate longitudinalrestraint when brackets or clamps are used, it is recommended that a rigid connection both sides on the rear overhang is madeusing either cleat plates or bolts through the upper flange of the side members (see Figures. 3.11 and 3.12).

Under no other circumstances may new holes be made in the flanges of the main side members.

If the box uses elevated supports above the subframe (e.g. crossmembers), stiffen the supports to withstand the longitudinal thrust.

The front panel of the body must be strong enough towithstand the forces generated by the transported load, when braking sharply.




Building Vans

For the connection of the body to the vehicle chassis, it is possible to make a framework composed of longitudinals andcrossmembers, the minimum dimensions for the longitudinal sections are given in Table 3.4.

Figure 3.12 shows an example of a construction, where crossmembers and brackets have been added along the length of thelongitudinal sections to keep down the height of the superstructure.

In this case, rear wheel boxes may have to be fitted in the floor of the van to allow the correct wheel movement.

Figure 3.12

102465




If the floor is constructed using crossmembers arranged at a distance of less than 700 mm from one another and properly connectedso as to provide a rigid self-supporting structure, the use of longitudinal runners may not be required (refer to Figure 3.13).

To ensure the crossmembers have the necessary stability and to prevent vehicle chassis from becoming stiff towards the front, theinstructions given in point 3.4.1 should be followed.

Figure 3.13

120371

When installing body structures with high torsional rigidity, to avoid the possibility of chassis frame deformation elastic connectionsshould be used at the front body mountings of the structure. This is especially important if the vehicle is to be used either off roador semi off road conditions.

Front bulk-head

This must be strong and sturdy enough to withstand the forces generated by the load during sharp braking.

Bodies integrated with the cab

With this type of body the connection to the cab must be made so as not to transmit any stress to the cab itself.

Connecting the body to the cab:

- the structure must not be welded to the cab, only mechanical fixings must be used;

- the body structure must be self-supporting and must not be supported by the cab;

- all parts of the cab that have been modified in any way must be protected against oxidation and corrosion (see point 2.2).




3.4.2 Tipper boxes

The use of tipping bodies, whether end or three way, subjects the chassis to notable stress. For this reason it is most importantto select the right vehicle from among those intended for this use. Therefore we list here the specifications that must be adheredto for this type of construction subdivided according to light or heavy duty. Table 3.5 gives the minimum runner dimensions for thesubframe with which these vehicles must be equipped.

Furthermore any government regulations concerning these vehicles must also be abided by.

It is advisable to use a stabiliser bar for these applications on models where IVECO offers the feature as an option.

When the Manufacturer offers stabilising bars as optional equipment for certain models, their use is highly recommended.

The following points must be kept in mind:

- The subframe must be (see Figure 3.6 and 3.7) suitable for the vehicle type and for the specific operating conditions. It musthave adequately dimensioned side and cross members and be stiffened at the rear by box-type construction and crossbraces.Anchoring the subframe to the chassis, flexible joints brackets or shelvesmust be placed at the front end, whereas the rear sectionrequires rigid-type joints (plates) to allow the added structure to contribute more to the rigidity of the whole. The ”omega”brackets can be adopted on vehicles which are already equipped with them. It is possible to use brackets on vehicles that wereequipped with brackets originally.

- The rear tipping hinge must be mounted on the subframe as near as possible to the rear support of the rear suspension. In ordernot to impair the stability of the vehicle during tilting operations and not to increase excessively the stress on the chassis, it isrecommended that the distances between the tipping hinge and the rear spring support or tandem centreline be observed. Iffor technical reasons this cannot be achieved, small increases may be permitted provided a higher strength subframe is used,in order to increase the rigidity of the rear end. In the case of large volume transports requiring long bodies , it is advisable (inthose cases where it is permissible) to lengthen the wheelbase of the vehicle.

- Great care must be given to the positioning of the lifting device both in terms of providing supports of adequate strength andin order to position the mountings precisely and conveniently. It is advisable in any case to place the device to the front of thecentre of gravity of the body plus payload so as to reduce the extent of the localised load.

- For both under floor and front end tipping gear installations it is recommended that appropriate stabiliser acting as a guide forthe stroke of the tipping body, are fitted.

- The hinge of the lifting unit must be mounted on the subframe.The useful volume on the body must conform - with the consideration of the maximum permissible mass on the axles - to thedensity of the material that is to be transported (a density mass of approx. 1600 kg/m3 is to be used for excavated material).When freight having a low density is transported, the useful volume may be increased within the limits established for the maxi-mum height of the centre of gravity of the payload plus the fixtures.

- The bodybuilders must see to it that the functioning and safety of all parts of the vehicle (for instance, the positioning of lights,tow hook etc.) is safeguarded, in full compliance with the current safety regulations.




Figure 3.14

102467

1. Subframe - 2. Body mounting brackets - 3. Shear-resistant plates - 4. Tipping hinge side plates

Table 3.5

ModelsMinimum reinforcing longitudinal

ModelsSectional modulus W (cm3) Dimensions (mm)

35S18W; 55S18W 36 100x60x6



Connections between frame and counterframeTransport of Indivisible Materials (Bascules)

Connections between frame and counterframeTransport of Indivisible Materials (Bascules)

3.5 Tractor for half-trailers

No specific bodies for towing semi-trailers are made by IVECO.

However, it is possible to make the conversion, using the chassis-cab vehicle, with specific authorization issued by IVECO.Contact IVECO for information on conversions.

3.6 Transport of Indivisible Materials

The transport of indivisible material and of freight whose dimensions exceed normal ones, is regulated in various countries byspecial legislation.

The particular configuration of these transports in which stress is created as a result of the concentrated vertical load and of thedynamic forces that may arise when braking, requires that the choice of vehicle to be used is cleared with the Manufacturer before-hand.

The structure that bears the weight on the tractor must be of the type that uses a subframe the other conditions that must be metto engage in this type of transport will be specified each time in our authorisations.



Installation of Tanks and Containers for Bulk Materials


3.7 Installation of Tanks and Containers for Bulk Materials

As a general rule, the installation of tanks and containers on our vehicles requires the use of an appropriate auxiliary frame.

Table 3.6 contains the guidelines for the dimensions of the longitudinal runners to be used for the auxiliary frame.

Figure 3.15

As was mentioned in the case of other applications, the positioning of the mountings through which the forces are dischargedis similar here. The rigid mounts go in a position corresponding to the rear suspension supports and the flexible mounts as nearas possible to the rear support of the front suspension.

When faced with a different situation, a possible solution could be that of reinforcing the structure by means of longitudinal runnerprofiles of larger dimensions in comparison with those given in Table 3.6.

In order to define the elastic connection, the rigidity characteristics of the vehicle chassis as well as the area where the connectionsare to be installed and the type of use for which it is intended must be taken into account.

Table 3.6 - Installing a tank

Models Wheelbase (mm)Minimum reinforcing longitudinals

Models Wheelbase (mm)Sectional modulus W (cm3) Dimensions (mm)

35S18W; 55S18W 3050 - 3400 21 80x60x5

Tankers , or more generally, structures which are torsionally very rigid, must be fitted so that the vehicle chassis retains sufficientand gradual torsional flexibility, by avoiding areas of high stress.




Tankers or more generally, structures which are torsionally very rigid must be fitted so that the vehicle chassis retains sufficientand gradual torsional flexibility by avoiding areas of high stress.

When installing a tank we recommend using elastic joints between the body of the tank and the subframe at the front and rigidsupports that are capable of withstanding longitudinal and transverse forces at the rear.

As was mentioned in the case of other applications, the positioning of the mountings through which the forces are discharged issimilar here. The rigid mounts go in a position corresponding to the rear suspension hangers and the flexible mounts as near aspossible to the front spring’s rear hanger brackets.

In order to define the elastic connection, the rigidity characteristics of the vehicle chassis as well as the area where the connectionsare to be installed and the operation for which it is intended must be taken into account.

IVECO must authorise the application of tanks directly onto the vehicle frame without the interposition of a subframe.

The installation of two or more separate containers or tanks on the vehicle requires the use of a subframe that permits gooddistribution of the load and an adequate torsional rigidity for the chassis/subframe using shear resistant connections. A good solutionis to use a rigid connection which joins the containers to one another.

The installation of two or more separate containers or tanks on the vehicle requires the use of a subframe that permits gooddistribution of the load and an adequate torsional rigidity for the chassis/subframe using shear resistant connections. A good solutionis to use a rigid connection which joins the containers to one another. So shall the minimum ratio of the front axle weight and thevehicle’s overall weight when the vehicle is fully loaded (see point 1.13).

For this type of conversion, take particular care to keep the centre of gravity as low as possible to obtain good vehicle stability whilein motion (see point 1.13).

It is necessary to provide special transverse and longitudinal bulkheads inside the tanks and containers in order to reduce the dynamicloads which the liquid transmits when the vehicle is in motion and the tanks are not filled to capacity. This may adversely affect thehandling and resistance of the vehicle.

When building fuel tankers or containers for flammable liquids all the installation must comply with all safety requirements requiredfor the safe operation of the vehicle as well as all current National / EC regulations.





3.8 Installation of cranes

The selection of the crane must be made with due consideration to its characteristics (weight, maximum capacity) in relationto the performance of the vehicle.

The positioning of the crane and of the payload must be done within the load limits permitted for the vehicle. Installation of thecrane must be carried out in compliance with statutory requirements, national standards (e.g. CUNA, DIN) and internationalstandards (e.g. ISO, CEN), depending on which of these is pertinent to the particular vehicle.

Stabilisers must be used during working stages using a crane. As a general guide, install the crane on a subframe. To construct thesubframe, observe the general guidelines (see point 3.1) and also refer to Table 3.7 for the dimensions of subframe sections.

The longitudinal runners can also be determined by calculation, the dimensions refer to the total maximum static moment of thecrane (MG) and is the moment of the crane + the moment of the load which is calculated on the basis of the equation given belowin Figure 3.16.

If for instance a crane is to be fitted to a tipper which has its own subframe which has a greater section modulus (Wx) than thatrequired for the crane then the tipper subframe should be used. In all applications the structure or ancillary requiring the greatersection modulus (Wx) must be used.

Where the capacity of the crane (MG value) falls within the area with a letter ”E” (or for greater values) in the table, these mustbe check each time by IVECO and authorisation given (by IVECO) before the installation is carried out.

Figure 3.16

MG [kNm] =g (WL x L + WC x 1)

1000 102468

WL

WC

g = gravity acceleration, equal to 9.81 m/s2.WL = weight applied to the end of the crane (kg);L = horizontal distance between the point where load WL is applied and the vehicle centre line [m];Wc = crane’s own weight applied to its centre of gravity [kg];l = horizontal distance between the centre of gravity of the crane and the vehicle centre line [m].

!The body builder must verify each time the vehicle’s stability and take all the necessary precautionsto ensure correct operation. Both the crane manufacturer and the body builder are to define the typeand number of stabilizers andmake the subframe depending on themaximum static moment and thecrane position.




3.8.1 Crane Behind the Driver’s Cab

The mounting of the subframe onto the chassis frame will as a rule, be performed by using the standard brackets (see Figure3.17) to which are added, if necessary, other flexible anchorages (brackets or clamps) so that the flexibility and torsional characteris-tics of the chassis frame remain unchanged.

For on-road vehicles only if the height of the subframe runner profile has to be reduced (e.g. to lower the total height of the vehicle)the mounting of the subframe may be carried out with shear resisting connections.

It is advisable to use sections with constant cross-section along the length of the vehicle. The cross section of the sections may bereduced (provided this is done gradually) at points where the bending moment induced by the crane assumes the values shownin Table 3.7.

The subframe for the crane may be integrated with the body longitudinal runner as shown in Figure 3.17 Length ”Lv” must not beless than 35% of the wheelbase for vehicles with forward-control cab when the body runner has a smaller cross-section.

Figure 3.17

1. Subframe - 2. Connections - 3. Crane joints - 4. Stabilisers

102478




When installing cranes on crew cab vehicles (e.g., 6+1), extend the subframe appropriately under the cab (see Figure 3.2),otherwise it may be necessary to limit crane rotation, depending on its capacity, so as not to exceed the bending moment allowedfor the chassis.

The installation of cranes on vehicles used on rough roadsmay involvemaking elastic connections between the chassis and the framein the front and central parts, so as not to excessively restrain the chassis torsion movement (refer to Figure 3.8). Since the craneis, in such cases, virtually connected only to the frame, the longitudinal runner dimensions must be suited to withstand the momentsgenerated by the cranes operation.

The functioning of the equipment located behind the cab (e.g., fuel tank)must not be impaired.Relocating this equipment is permittedprovided that the original type of connection is re-established.

Normally, when the crane is placed behind the cab, it is necessary to move the platform body or equipment towards the rear. Inthe specific case of tipping equipment, particular care must be given to the placement of the tipping gear and the rear tipping hingeswhich should be moved back as little as possible.

Table 3.7 - Cranes fitted behind the driver’s cab (Subframe fixed by means of brackets)

Models Crane capacity MG max (kNm)

Chassissection at the

Yield point ofsubframe

0-20 20-30 30-40 40-50 50-60 60-70 70-80section at thecentre line(mm)

subframematerial(N/mm2)

Min. value of subframe section modulusWx (cm3) 1

35S18W55S18W

360 21 36 57 89 E E E





3.9 Installation of Tail Lifts

The dimensions of the longitudinal runners to be used when installing tail lifts can be assessed as follows:

- by means of Table 3.8, with the standard rear overhangs and mean bending moments induced by tail lifts; depending on theircapacity. In the table, the minimum capacity values are specified above which suitable stabilisers must be used;

- with different lengths of the rear overhang and with special tail lifts (e.g., of aluminium), the bending moments induced on thechassis frame can be defined with the information in Figure 3.18;

The bodybuilder or themanufacturer of the tail lift will take care to ascertain operational stability and safety.

In any event, particularly in those specific uses where there is no suitable subframe (as in the case with bodies for vans or box-type bodies built by means of cross members), the anchoring for the loading platform must be provided by a structure that enablesthe stress to be distributed over the chassis of the vehicle.

In addition, to provide the necessary strength and rigidity, the connection between the chassis and the subframe must be made,especially in overhangs of over 1200 mm, with shear resistant plates (no more than 400 mm apart) in the area of the rear overhang,as far as the front hanger of the rear suspension.

Figure 3.18

91538

tandem or axlecentre line

WTL = Tail lifts weightWL = Tail lift capacity

The bending moment on the chassis can be calculated using the formula below:

M [Nm] = WL x A + WTL x B for tail lifts without stabilizers

M [Nm] = WL x C + WTL x D for tail lifts with stabilizers




The bodybuilder must consider each time the necessity of using stabilisers even in those cases where merely in terms of stressof the chassis their use may not appear to be necessary. When evaluating the need for stabilisers in relation to the capacity of theplatform, the stability and attitude of the vehicle resulting from the deflection of the suspension during loading operations must alsobe considered.

The stabilisers must be attached to the platform’s supporting structure should preferably be hydraulically operated and must beemployed during all loading procedures with the platform.

To compensate for the elastic movement of the chassis, which is inevitable when the tail lift is in operation, the bodybuilder maymake use of longitudinal runner profiles of larger size in comparison to the one indicated in Table 3.8.

The dimensions of the sections shown in Table 3.8 are for standard rear overhangs. For longer overhangs you need to checkwhetherit is necessary to fit larger sections or stabilizers (see Figure 3.18).

The installation of tail liftsmust be carried outwith due regard for themaximum permissibleweightson the rear axle or axles and of the minimum load established for the front axle (see point 1.13). ifthis should not be the case the rear overhang will have to be reduced.

NOTE

When electro-hydraulic tail lifts are installed, it is necessary to check that the capacity of the batteries and the alternator is adequate(see point 2.16).

IVECO recommends fitting a switch to disconnect the electric circuit of the tail lift from the vehicle electric circuit when the taillift is not working.

The bodybuilder is responsible for any modification to the rear underrun guard or for installing a different type (see point 2.19) andfor maintaining the visibility of the rear lights. For the departure angles, for the installation of any tow hook and full compliance withall relevant National and EC regulations.

Table 3.8 - Installation of Tail Lifts (truck version)

Models Tail lift capacity, kN (kg)

Wh lb

3(300)

5(500)

7.5(750)

10(1000)

Wheelbase(mm)

Minimum value subframe section modulus Wx (cm3)depending on the material yield point (N/mm2)

360 360 360 360

35S18W; 55S18W 3450 ÷ 3750 21 21 26 + S E

Notes.E = To be checked on a single case basis (submit the technical documents including the stress and stability calculations).S = Stabilizers must be fitted.

As far as the van versions are concerned, tail lifts with capacity of up to 3kN (300 kg) may be fitted, provided local reinforcementsare fitted to the chassis frame. For higher capacities, the installation must be examined each time.





3.10 Recovery Vehicles

Installing breakdown equipment is generally done after choosing a specific subframe to ensure even load distribution and correctconnections with the chassis of the component parts and assemblies to handle the vehicle to be recovered.

If the vehicle to be recovered has to be lifted and towed, the towing weights, vertical loads at the hook and the minimum ratiobetween the weights on the front and rear axle must be observe. (These are defined in the specific authorizations issued by IVECO).

The bodybuildersmust use special plates / stickers to indicate the specific conditions for which transport is authorized (towingweight,load at hook, maximum speed, etc.).

3.11 Municipal, Fire-fighting and Special Services

Preparing municipal vehicles such as compactors, compressors or road sprinklers in many cases requires:

- building a subframe which is particularly strong at the rear or elastic mountings at the front of the vehicle;

- fitting a vertical exhaust behind the cab;

- application of a stiffer rear suspension system;

- rearranging the rear lights.





3.12 Installation of front snowploughs

The installation of snow removal equipment on the front of the vehicle, such as blades or plows, requires the use of suitablesupporting structures and entails observance of the specifications contained in point 2.3 concerning the connection to the chassis.

Furthermore, all government requirements and regulations governing the application of this type of equipment must be observed.

The functional characters and possible use of the original items located at the vehicle front (e.g. towing hook) must not be affected.Otherwise the body builder must provide for similar items in accordance with the safety standards and regulations.

An increase of the maximum load permitted on the front axle may, on request, be approved for most of the IVECO models, whenthe latter are used as snowploughs and driven at moderate speed.

Compliance with the requested load must be documented and guaranteed by the bodybuilder that carries out the installation.

3.13 Winch Installation

The winch installation on the vehicle should be positioned on one of the following points:

- on the front of the frame (front installation);

- on vehicle chassis behind the cab;

- between vehicle side members, centre or displace on one side;

- on the end of the frame.

The installation should be performed so as not to interfere with operation of units and components of the vehicle and with respectto maximum loads allowed on the axles and following the company directions. Fixing the winch unit and relevant drive componentsmust conform to the directions given at point 2.3 ensuring the reinforced areas are not locally limited to the mounting area (seepoint 2.17) taking into consideration the rope operations and in particular, its transverse component(s) when the winch is pullingsideways.

For the installation of the winch behind the cab a proper subframe must be designed to have dimensions and structure (stiffeningcross members and braces) conforming to the winch capacity.

When specific requests are made for commercially available types of winch, we suggest choosing those equipped with hydraulicsystems that can be operated through the hydraulic pumps already used for equipment previously installed on the vehicle (tippingbodies, crane etc.).

For worm screw type winches the power take-off system arrangement should take into account the low performance of such adrive system.

All safety requirements, national and EC regulations must be complied with.





3.14 Special body conversions

When the special body conversions (some examples listed below) are carried out, the general operating criteria previouslydetailed must be followed.

As referred to in paragraph 1.8, the vehicles manufactured by IVECO conform to the requirements set by the standards andregulations in force. The body builder must ensure and comply with these requirements as regards the operations carried out,especially in cases of body conversions that involve carrying people.

3.14.1 Chassis-cowls

They are prepared especially for the installation of bodies or special body versions, such as mobile shops, motor homes, etc.

Comply with the instructions and precautions specified in the technical documents (chassis diagram) that IVECO provide.

3.14.2 Motor Homes

Particular attention must be given to ensure the total weight of the vehicle is observed and the individual axles are not over orunder loaded. A sufficient load margin should be left to allow for the total number of people to be carried withessential items, such as:

- uggage, curtains, sports equipment;

- water tank capacity, toilet facilities food;

- gas bottles, etc.

Make sure the payload can be located in the specific compartments with the necessary margins, providing suitable guidelines forusers so loading will be done correctly.

For any work to be carried out on the rear overhang, see the instructions given in point 2.5.

Special attention must be paid whenmaking compartments for installing gas bottles. This must be done in compliancewith all currentregulations, taking all the necessary safety precautions.




3.14.3 Installing an aerial platform

The choice of aerial platform is determined by taking into account the specifications of the platform required to allow for vehicleperformance.The aerial basket and its payload must be positioned in accordance with permitted load limits.When applying the aerial basket, it will be necessary to comply with specific legal requirements, national regulations (e.g. CUNA,DIN) and international regulations (e.g. ISO, CEN), after checking which are required for the specific vehicle type.Stabilisers must be used during working stages. The aerial basket must be fitted to the vehicle on a suitable subframe. To constructthe subframe, comply with general requirements (see point 3.3), and also refer to tables 3.2 and 3.3 for section dimensions.The bodybuilder must also:- Be careful to construct the subframe in such a way as to avoid abrupt changes in cross-section, safeguard the frame against stressconcentration points and minimise front overhang (see attached photo).

Figure 3.19

DETAIL OF FIRST SUBFRAME FASTENING

- Adjust vehicle lift/lower speed by modifying the hydraulic system to include flow modulating valves.

- Minimise lifting of the front axle off the ground in relation to the vehicle’s horizontal attitude.

Specific cases must be checked each time. Request specific authorisation from IVECO.

!The bodybuilder must check vehicle stability each time and take all the necessary precautions for cor-rect use. The crane manufacturer and the body builder are responsible for determining the type andnumber of stabilisers and for constructing a subframe suited to themaximumstaticmoment andcraneposition.

The minimum thickness of the straps must be 4 mm and they must be long enough to cover the frame longitudinal members infront of the cab block areas and to the rear of the subframe first fastening (see attached photo); the total length must be at least1050 mm.

POWER TAKE-OFFS 4-1DAILY 4x4


Index

Index

SECTION 4

Power take-offs

Page

4.1 General Specifications 4-3

4.2 Power Take-off from Gearbox 4-5

4.3 Power Take-off from Transfer Box 4-8

4.4 Power Take-off from Drive line 4-10

4.5 Power Take-off from Engine 4-10

4.5.1 Torque drawing from engine front end 4-10

4.6 PTO management 4-11

4.6.1 Management of PTO on gearbox 4-11

4.6.2 Management of PTO on reduction unit 4-13

4.6.3 Engine speed control for power take-off 4-14

4-2 POWER TAKE-OFFS DAILY 4x4


Index



General Specifications

44444.


4.1 General Specifications

Different types of power takeoffs for motion withdrawal can be mounted to control of the ancillary control units. Accordingto the type of use and the performances required, the application can be performed as follows:

- The gearbox.

- Transmission.

- The front of the engine.

The characteristics and performances are given in the paragraphs which follow and in the relevant documentation which will besupplied upon request.

For the definition of the power necessary for the apparatus to be controlled, particularly when the values requested are high, theabsorbed power should also be considered during the drive transmission phase (5 to 10% for the mechanical transmissions, beltsand gears, and greater values for the hydraulic controls).

The choice of transmission ratio for the power take-off should be made so that the absorption of power occurs in a flexible engineoperating range. Low r.p.m. (below 1000 r .p.m.) must be avoided to prevent irregular running.

The power taken in relation to the number of revolutions of the power take-off at the required torque.

P(CV)= M ⋅ n ⋅ i7023

P(kW)= M ⋅ n ⋅ i9550

P = Useable powerM = Torque permitted for the power take-off (Nm)n = power take-off r.p.m.i = Transmission ratio = PTO output rpm/ engine rpm

Type of use

Both occasional and continuous use should be considered.

For occasional use periods of under 30 minutes are considered.

The values for continuous use are those used for long periods (60’). Whenever this is comparable to that of a stationary engine,the suitability of reducing the scheduled values on the basis of the conditions of use (engine cooling, gearbox etc.) should be evalu-ated.

The scheduled take-off values are also applicable for uses which do not involve large variations of torque either in frequency ormagnitude.

To avoid overloading, in some cases (e.g. hydraulic pumps, compressors) it may be necessary to include the application of deviceslike clutches or safety valves.




PTO transmissions

The kinematic forces of the transmission from the power take-off to the relevant apparatus should be carefully considered (angles,r.p.m., moment) during the design phase and the dynamic behaviour during operation in compliance with the transmission Manufac-turer’s instructions should be respected. The dimensions should take into consideration the forces which might occur under maxi-mum power and torque conditions.

To obtain a uniformity of kinetic forces angles of equal value, maximum of 7º, should be obtained at the extremities (Figure 4.1). Solution Z is preferred to solutionWdue to the lower loads on the bearings of the power take-off and the equipment being driven.When it is necessary to obtain different spatial inclinations (ϕ), the variations in r.p.m. should be compensated for with the arrange-ment of the forks shown in Figure 4.2.

For transmissions employing multiple sections, the instructions given at point 2.8.2 should be followed.

Solution Z

Solution W91522

Figure 4.1

Figure 4.2

91523



Power Take-off from Gearbox

Power Take---off from Gearbox

4.2 Power Take-off from Gearbox

Depending on the type of gearbox power can be taken from the layshaft through the flanges or splining located on the rear,side or lower part of the gearbox.

The technical characteristics necessary are given in the documentation supplied upon request for the various gearboxes.

The types of power take-off and the torque values obtained with the ratio between the number of output revolutions and enginer.p.m. are shown in Table 4.1.

The values refer to the conditions indicated in the table.

Higher values for occasional use must be agreed upon as each occasion arises depending on the type of use.

Check the vehicle to ascertain whether it is possible to fit a power take-off suitable to its size.

The power take-off applied to the gearbox must only be used when the vehicle is stationary and must be engaged and disengagedwhen the clutch is disengaged to avoid excessive stress on the synchronisers during gear change. For special situations when thepower take-off is used and the vehicle is moving the gear must not be changed.

For gearboxes equipped with a torque converter, the same power take- offs used for normal gearboxes are, as a rule, used. It shouldbe carefully noted that, when the engine r.p.m. is below 60% of the max. value the converter will be in the phase of hydraulic r.p.m.;in this phase, depending on the absorbed power, the r.p.m. of the power take-off is subject to oscillation despite the fact that theengine r.p.m. is constant.

Figure 4.3

PTO




Transmission PTO data

The transmission ECU and the Body Computer (BC) will need to be reprogrammed when a PTO is applied after-market. Inter-ventions on the electrical and pneumatic system are required. Read paragraph 4.6 ”PTO management” carefully before applyinga PTO.

Re-programming of the electronic control units must be carried out in accordance with the instructions in the IVECO technicalmanual using exclusively the diagnostic instrument (available from IVECO dealers and authorised IVECO service centres), furnishingthe information concerning the specific P.T.O. utilized.

Table 4.1

Gearbox PTOopt PTO Assembling

position Output Direction ofrotation (1) Flange Max. torque

Cmax (Nm) (2)Total PTOratio

6S400 06365 23Z2 Sideways Rear Clockwise Pump 180 1.04

(1) When viewing the P.T.O. output from the front.(2) The maximum torque that can be taken refers to an engine speed of 1,500 r.p.m. output from the P.T.O. For higher speeds, the value for the torque that

can be taken must be reduced proportionally.

!For torque drawing, keep values defined in Table 4.1.

Transmission oil temperature must not exceed 110°C during prolonged use. Coolant temperaturemust not exceed100°C.Not all types of power take-off available on themarket are suitable for continu-ous use. When in use the specifications (working periods, pauses etc.) specific to the power take-offin question should be respected.

Fitting the gearboxwith a power take-off other than the ones shown in the tablewill cause the gearboxwarranty to immediately become null and void.

Figure 4.4

102472

Direction of running

P.T.O. TYPE 20Z1 AND 20Z2




Direct application of pumps to PTO - gearbox

When the application of pumps of other equipment (e.g. for the control of tipping apparatus or cranes) is carried out directlyfrom the power take-off, without the use of intermediate shafts and after checking that the size of the pump permits margins ofsafety with chassis and engine unit (cross member, transmission shaft etc.), the static and dynamic torques exerted by the mass ofthe pump and by the power take-off should be checked for compatibility with the resistance of the walls of the gearbox; by wayof an example, the moment due to the additional masses must not adopt values of over 3% approx. of the maximum engine torque.

In cases where the gearbox is applied in a single unit with the engine, the value of the additional masses must be verified with regardto the inertial effects in order to avoid the induction of resonance conditions in the engine unit within the field of operational enginer.p.m.

The power take-offs feature a flange for direct pump assembly with 4-hole UNI coupling. The output consists of a 21 ISO 14 splinedshaft (Figure 4.4).



Power Take-off from Transfer Box / Power Take-off from Drive line

Power Take---off from Transfer Box / Power Take---off from Drive line

4.3 Power Take-off from Transfer Box

It is possible to fit a power take-off behind the reduction unit. Iveco requires the application of the specific options, shown inTable 4.2.

The power take-off rpm to the reduction unit depends on the gearbox speed engaged.

Refer to the following table for PTO installation and associated power take-off options.

Table 4.2

OPT Type Figure Coupling flange Drivetransmission

Max possibletake-off levelCmax (Nm)Pmax (bhp) (1)

Gearboxspeed

Transmissionratio

8693 2 right 4.5 Unit 2Splined hole DIN5482 B35x31 1 5.375

8694 3 right 4.6 Unit 3Splined hole DIN5482 B35x31 Cmax 150

123

5.3753.1542.041

8695 ISO 4.7 ISO 4 holeSplined hole DIN

ISO 145482 B35x31

Cmax 150Pmax 40

3456

2.0411.3651

0.7914 838

8696 Flange 4.8 - SAE 14004XM12

RM 4.838

(1) the maximum take-off values refer to an engine speed of 1900 rpm in fifth gear. For different speeds or gears, check that themaximum stated torque and powerlevels are not exceeded.The power take-off on the reduction unit may be used both with the vehicle stationary and in motion.

Direct application of pumps to the PTO - reduction unit

When pumps or other user devices are applied direction to the power take-off without intermediate shafts, check that the pumpdimensions allow safety margins with the frame and power unit (crossmembers, propeller shaft etc.) and then ensure that the staticand dynamic torques exercised by the pump and power take-off masses are compatible with the strength of the reduction unit casingwall.

The inertia effect of the additional masses must also be checked so that resonance effects are not set up in the power unit withinthe engine operating speed range.

!For continuous power take-off operation, check that the reduction unit fluid temperature does not ex-ceed 110˚C and the engine water temperature does not exceed 100˚C.



Power Take-off from Transfer Box / Power Take-off from Drive line

Figure 4.5

119386

Power take-off Unit 2 Power take-off Unit 3119385

Figure 4.6

Female splined profileFemale splined profile

Figure 4.7

119388

Power take-off ISO 4 holes SAE flange type

119387

Figure 4.8

Female splined profile

The power take-off is turned on and off by opening a solenoid that delivers oil to a single-acting actuator. An activation buttonon the dashboard controls the power take-off activation and deactivation functions.



Power Take-off from Engine

Power Take---off from Engine

4.4 Power Take-off from Drive line

Not present on Daily 4x4 Euro 4.NOTE

4.5 Power Take-off from Engine

In general the use of these power take-offs is planned for apparatus requiring a continuous power supply.

4.5.1 Torque drawing from engine front end

Power is taken from the front part of the crankshaft via belt-driven transmissions where the torque requirement is limited (e.g.air conditioning unit drives).

The data shown in the table refer to a drawing made with a special pulley made according to the construction examples shownin Figure 4.9.

Table 4.3 - Power take-off from the front of the engine

iMax. take-off values

Engine Engine code(1)

nmax(rpm) (2)

Max. no-loadspeed(r.p.m.)

Max. torquethat can betaken (Nm)

Max. inertiamoment(kgm2)

Max. bendingmoment(Nm) (3)

.18 F1CE0481H*C 3500 4200 35 0,005 42(1) Verify engine code on engine plate(2) Maximum revs corresponding to the maximum rating(3) With respect to the base front edge

Figure 4.9

BASE UNIT FRONT EDGE

M8 x 80 dis. 16674934 (DAC 320-5)TAB 011-0119

102475

F1C engine



PTO management

PTO management

4.6 PTO management

!Operations which do not comply with the instructions specified by IVECO or made by non qualifiedpersonnel can cause severe damage to on-board systems, effect driving safety and good operation ofthe vehicle and cause considerable damage which is not covered by warranty.

4.6.1 Management of PTO on gearbox

Inside the driver’s cab is a control panel for power take-off activation and deactivation (Figure 4.10). The panel is divided intotwo separate sections referred to as ”PTO” and ”VALVE”.

• The “PTO” section (button ref. 1 and warning light in ref. 2) controls power take-off engagement and disengagement, awarning light (2) signals the power take-off status.

• The “VALVE” section (buttons ref. 3, 4 and warning light ref. 5) controls the tipping operation, a warning light indicates thebody condition e.g. raising or lowering. Both buttons interact with a hydraulic control valve in the tipping system.

The ”VALVE” section is only designed for tipping vehicles and is not active on non tipping vehicles.

Figure 4.10

1024731

25

4 3

POWER TAKE-OFF CONTROL ON THE DASHBOARD

In general the use of these power take-offs is planned for apparatus requiring a continuous power supply.The push-button pad makes it possible to control the power take-off functions.



PTO management

Manual gearbox PTO mode

- PTO engagement

The power take-off can be engaged and disengaged by means of a linear-acting actuator.

The push-button pad makes it possible to control the power take-off functions.

Procedure for Power Take-Off Engagement:

a) stop the vehicle;

b) engage neutral gear, if the specific body version is to be operated with the vehicle stationary, or engage the gear with whichthe equipment is to operate;

c) press the clutch pedal to the floor;

d) Press and release the button (1) (found on the power take-off panel) that controls power take-off engagement.

e) The power take-off actuation warning light will start blinking slowly until it remains ON steadily. The power take-off will beengaged when the warning light (2) comes ON steadily.

f) Released the clutch pedal, the power take-off has been engaged correctly.

- PTO disengagement

a) Stop the operation of the equipment.

b) Press the clutch pedal to the floor and then button (1) controlling the operation of the power take-off.

c) The power take-off operating warning light (2) will go out: the power take-off has been disengaged.

d) release the clutch pedal.

!Disengage the power take-off when it is not being.



PTO management

4.6.2 Management of PTO on reduction unit

The cab contains a power take-off control console that controls engagement and release functions. The power take-off is en-gaged and released by means of a solenoid.

- Engagement of power take-off on reduction unit

The purpose of these actions is to prepare the equipment for operation.

The correct procedure for engaging the power take-off on the reduction unit is:

a) stop the vehicle and leave the engine idling.

b) Check that the reduction unit 1/2 gear and gearbox gear lever is in neutral and that the handbrake is engaged.

Figure 4.11

114941

A - CRAWLER GEAR LEVER B - HALF-GEAR LEVER114940

Figure 4.12

c) Fully depress brake pedal.

d) Press and release the button in the control console, which controls reduction unit PTO engagement.

e) The indicator light begins to flash. The reduction unit PTO is engaged when the warning light comes on with a fixed light andan audible signal lasting approximately 1 second is heard.

f) Now engage the gearbox speed selected for the application and release the clutch slowly.

- Releasing the power take-off on the reduction unit

a) Stop the equipment.

b) Press the brake pedal.

c) Put the gearbox in neutral.

d) Press the button that controls power take-off engagement.

e) The power take-off engagement warning light goes off. The PTO is released.

f) Now the clutch pedal may be released.

!Disengage the power take-off when it is not being.



PTO management

4.6.3 Engine speed control for power take-off

F1C engines

F1C engines incorporate an engine management control unit with built-in power take-off (P.T.O.) function, which makes itpossible to achieve isochronous engine speed control. The vehicle is fitted with a Cruise Control option: engine speed can beadjusted in 50 rpm steps, curves display a regulator deviation of < 1% until the maximum torque curve is reached.

Engine speed adjustment options with the use of Cruise Control are given below:

!Engine speed may be adjusted only with the vehicle stationary, gearbox in neutral and handbrake on.

Cruise Control in RESUME position (Cruise Control activated)The system will go to the last speed stored in the control unit.

This speed may be adjusted by operating the +/- selector on the steering wheel interface (Figure 4.13) to increase/decrease therpm number in 50 rpm steps.

Table 4.4

Position selected Engine rpm adjustment

ON+ Engine rpm increaseON- Engine rpm decreaseRESUME Select last rpm storedOFF Delete setting

Figure 4.13

With Cruise Control on, it is possible to return to engine idling status (adjustment cancelled) by posi-tioning the Figure 4.13 Figure selector to OFF or by pressing the brake or clutch pedal.

NOTE

SPECIFIC INFORMATION AND INSTRUCTIONS 5-1DAILY 4x4


Index

Index

SECTION 5

Specific information and instructions

Page

5.1 Electronic system 5-3

5.2 Bodybuilder connectors 5-4

5.2.1 Inside the cab 5-4

5.2.2 Conector instaladores (61071) 20 pin 5-5

5.2.3 12 pin bodybuilders connector (72068) 5-8

5.2.4 12 pin connector for Minibus 5-10

5.3 Electronic control units 5-17

5.3.1 Precautions to be taken with the installed electronic control units 5-17

5.3.2 Modificación de la posición de las centralitas electrónicas 5-20

5.3.3 Desconexión de las centralitas electrónicas 5-20

5-2 SPECIFIC INFORMATION AND INSTRUCTIONS DAILY 4x4


Index



Electronic system

5555

Electronic system

5.1 Electronic system

The following shows the location of the electronic control units and connectors that can be installed on the vehicle.

!Devices or electrical circuits must not be connected directly to the control units described below. Itis only possible to use the connectors listed in the following paragraphs.

Figure 5.1

A. Instrument panel - B. Ignition key - C. Steering wheel interface - D. Door Management differential and PTO - E. CPLinterconnection control unit - F. Body Computer - G. Battery - H. Positive distribution control unit CBA (+30) - I. Fuse box

OPT - L. Alternator - M. Interconnection control unit (engine) CVM - N. CGP (Door Management Unit).

120379



Bodybuilder connectors


5.2 Bodybuilder connectors

The various connectors that can be used by the fitter are described in detail in the following paragraphs. To use the fitter connec-tors, you must request spare part kit comprising the female connectors, cable terminals and protective pads.

!Any interface between the body building and the vehicle shall take place through diodes and relays(clean contacts), unless otherwise specified in the manual.

!DIRECT CONNECTION TO THE BODY BUILDER CONNECTOR IS STRICTLY PROHIBITED.FAILURE TO COMPLY WITH THIS PRESCRIPTION WILL CAUSE THE WARRANTY TOIMMEDIATELY BECOME NULL AND VOID.

5.2.1 Inside the cab

The new Daily is fitted with two connectors to be used by body builders to interface with the vehicle electrical system.

Figure 5.2

119356

Theconnectors are locatedbehindthe passenger side compartmentin an easily accessible area.




5.2.2 Conector instaladores (61071) 20 pin

To allow body builders to achieve an effective, accurate interfacewith the systemon DAILY range vehicles. IVECO have providedfor specific connection points to be used with the auxiliary systems.

Such provision is necessary to avoid tampering with and interfering in the basic system, in order to guarantee functional intactnessand, therefore, the validity of the contractual warranty itself.

20-way connector

Figure 5.3

114082

Counterpart to be coupled onto the vehicle

Table 5.1

Code number Description

500314817 20-way male holder joint

500314820 Male contact for 0.3 to 0.5 mm2 cable

500314821 Male contact for 1 to 1.5 mm2 cable




Table 5.2 - Basic functions of 20 pin connector

Pinconn. Description Signal Remarks

1 Engine start-upInput

Max. 20 A

When an ignition-operated positive is supplied,the starter motor is powered and starts thevehicle engine.Operation takes place only when the panel keyis turned.When starting the vehicle, NO SAFETYCHECKS OF ANY TYPE ARE CARRIED OUTe.g. gear engaged etc.+12V = engine start signalOpen circuit = no action

2 Engine shut downInput

When a pulse is sent to the pin, the vehicleengine is shut down

2 Engine shut-downInput

Max. 10 mA +12V = Engine shut-downOpen circuit = no action

3 Service brakeMax Output 500 mA

When the brake pedal is pressed, a positivesignal is generated.

3 Service brakeMax Output 500 mA

(interface with uncoupling diode) +12V = Service brake activeOpen circuit = Service brake inactive

4 Vehicle stationaryOutput

When the vehicle is off, an earth signal is sup-plied

4 Vehicle stationaryOutput

Max. 500 mA Earth = vehicle shut downOpen circuit = vehicle in motion

5 HandbrakeMax Output 500 mA

When the handbrake is operated, an earth sig-nal is present

5 HandbrakeMax Output 500 mA

(interface with uncoupling diode) Earth = handbrake engagedOpen circuit = service brake released

6Battery positive

OutputMax. 15 A

Positive protected by fuse present on dash-board node F32.

7 Exterior lightsOutput

A positive signal is supplied if the vehicle sidelights are on

7 Exterior lightsOutput

Max. 500 mA Open circuit = exterior lights off+12V = exterior lights on

8 Alternator in operationMax Output 500 mA

A signal is supplied when the vehicle alternatoris in operation.

8 Alternator in operationMax Output 500 mA

(interface with uncoupling diode) Earth = Battery not charged+12V = Battery charged

9 Clutch pedalMax Output 500 mA

When the clutch pedal is pressed, the circuit isopen.

9 Clutch pedalMax Output 500 mA

(interface with uncoupling diode) Open circuit = pedal pressed+12V = pedal released

10 ReverseMax Output 500 mA

When reverse is engaged, a positive signal ispresent

10 ReverseMax Output 500 mA

(interface with uncoupling diode) Open circuit = Reverse not engaged+12V = reverse engaged




Table 5.2 - (continues) Basic functions of 20 pin connector


11 Key-controlled positiveMax

Output 5 AIgnition-operated positive protected by fuse pres-ent on dashboard node F49.

12 Cruise control set +Max input10 mA

With the vehicle stationary, the engine rpmnumber is increased at each pulse (50 engine rpmper pulse).When the vehicle is travelling faster than 30 km/h,the vehicle speed can be adjusted.Wire open = Set + is inactive+12V = Set + active

13 Cruise control set -Max input10 mA

With the vehicle stationary, the engine rpmnumber is decreased at each pulse (50 enginerpm per pulse).When the vehicle is travelling faster than 30 km/h,the vehicle speed can be adjusted.Wire open = Set - is inactive+12V = Set - active

14Cruise Control OFF(enable by connecting toteleservices)

Max input10 mA

Only for vehicles without Cruise Control on thesteering wheel interface.As soon as the key has been moved to the firstposition, a positive signal must be given to simu-late the presence of the Cruise Control and thenthe remote controls may be used. When thepositive signal is removed, the Cruise ControlOFF operation is carried out.Once the OFF control has been used, the pulsemust be supplied twice to re-enable the control.(first pulse Cruise ControlON, second pulse con-trol).Wire open = Cruise control inactive+12V = Cruise Control active

15 Cruise control RESUMEMax input10 mA

With the vehicle stationary, the positive signal ad-justs the rpm to the stored numberWhen the vehicle is travelling faster than 30 km/h,the vehicle speed can be adjusted to the storedspeed.Wire open = Res is inactive+12V = Res active

16 Not connected17

EARTHMax Output

15 A18 Not connected19 Not connected20 Not connected




5.2.3 12 pin bodybuilders connector (72068)

12-way connector

Figure 5.4


114083

Table 5.3








Table 5.4 - Basic functions of 12 pin connector


1 Speed limiterInput

The vehicle speedwill be limited to 30 k.p.h.whena ground is supplied.

1 Speed limiterInput

Max. 10 mA Open circuit = speed limiter OFF.Ground = speed limiter ON.

2Programmable speed Input

Limitation to the current speed will be turnedON/OFF when a ground is supplied.

2Programmable speedlimiter

InputMax. 10 mA Open circuit = no action.

Ground = speed limiter ON/OFF.

3 Multiple switch See Specification 1 - Chapter 4 - Power take-off

4 Speed signal (B7) See Specification 2

5 Automatic keyInput

Max. 500 mA

Positive signal supplied to simulate initial key rota-tion (key ON position).Only the main loads are powered, the vehiclecannot be started from outside: vehicle key is notrecognised.

+12V = key ON.Open circuit = key OFF.

6 Power take off engagedOutput

When the power take-off is engaged, an earth sig-nal is present

6 Power take-off engagedOutput

Max. 500 mA Open circuit = no actionEarth = power take-off engaged

OutputAdditional horns (to be interfacedwith the relay).

7 Warning hornOutput

Max. 10 mA Ground = warning horn ON.Open circuit = warning horn OFF.

8 Multiple switch See Specification 1 - Chapter 4 - Power take-off

9 Not connected

10 Engine revs (r.p.m.) See Specification 3

11 Not connected

12 Not connected




5.2.4 12 pin connector for Minibus

On Minibus vehicles, the 12-way connector shall be connected as follows.

Figure 5.5


114083

Table 5.5








Table 5.6 - Basic functions of 12 pin connector for Minibus


1 Emergency lightsOutput

Max. 500 mAPositive to the intermittence device with the fourindicators (LED power supply).

2 Speed limiter programmerInput

Limitation to the current speed will be turnedON/OFF when a ground is supplied.

2 Speed limiter programmerInput

Max. 10 mA Max. Open circuit = no action.Ground = speed limiter ON/OFF.

Max Output 10 mAIt signals when the door is closed.

3 Out swinging door openMax Output 10 mA

(interface with uncoupling diode) Ground = door closed.Open circuit = door open.

4 Speed signal (B7) See Specification 2

Door status LED (doors OutputIt signals the door status, with central locking.

5Door status LED (doorslocked or unlocked)

OutputMax. 500 mA +12V = doors closed.

Open circuit = doors open.

6 Not connected

OutputAdditional horns (to be interfacedwith the relay).

7 Warning hornOutput

Max. 10 mA Ground = warning horn ON.Open circuit = warning horn OFF.

8 Emergency handle lockedMax Output 10 mA

It signals that the external emergency handle islocked.

8 Emergency handle lockedMax Output 10 mA

(interface with uncoupling diode) Ground = handle locked.Open circuit = handle open.

Max Output 10 mAIt signals out swinging door operation anomalies.

9 Out swinging door failureMax Output 10 mA

(interface with uncoupling diode) Ground = door closing failed.Open circuit = normal condition.

10 Engine revs (r.p.m.) See Specification 3

11 Not used

12 Not used




Specification 2

Vehicle speed signal

B7 is a square-wave signal having the same frequency as the input signal (from the pulse generator) and a variable duty-cycle,due to the vehicle’s tachometric constant.

Figure 5.6

114186

VEHICLE SPEED SIGNAL Input signal on thepulse transmitter

Output signal from thepulse transmitter

B7 signal fromthe tachograph

Below are the electric features of the signal:

- Minimum voltage level < 1.5 V

- Maximum voltage level > 5.5 V

- Max. frequency 1.5 KHz

- Pulse duration (Thi) 0.67 ÷ 6.7 ms

- Pulse duration tolerance 1%

- Load impedance minimum value 5.5 KΩ

- Load impedance typical value 15 KΩ




Figure 5.7

120377

The body builder must fit a separation diode so that the VON voltage is not lowered.

The signal processing designer must ensure an input interface equal to that shown with a max Vdc of 5 volts and pull-up/pull-downin order not to lower the VON voltage and increase the response time set by the vehicle interface.

Speed calculation, following signal B7 reading, involves controlling both the frequency and the duty-cycle of the signal itself, sincethe frequency is a function of the vehicle whereas the duty-cycle is a function of the tachometric constant.

Below is the formula used to calculate the vehicle speed from signal B7:

Vehicle_speed - 225· –ThiT

where the speed is expressed in km/h and Thi and T are in thousandths of a second.




Specification 3

Engine revs signal

The engine revs signal is represented by a square wave.Below are the features of the engine revs signal:

Table 5.7

Features Condition Minimum Typical Maximum UnitC_IO To case / UBat- 1.2 1.85 nF

R_IO To UBat+ 2.57 2.65 kΩ

I_Out 50 mA

t_Rise Signal rise time of 10% to 90% 10.5 μs

R_ON lout < 0,05A 33.8 Ω

VI 5.4 13.5 15.7 V

Pulses per rev (r.p.m.) 4

Figure 5.8

120378

The body builder must fit a separation diode so that the VON voltage is not lowered.

The signal processing designer must ensure an input interface equal to that shown with a max Vdc of 5 volts and pull-up/pull-downin order not to lower the VON voltage and increase the response time set by the vehicle interface.




Central locking control unit connections (optional item)

The door management control unit is an electromechanic component used to drive door opening and closing under the controlof the body computer, when the vehicle is equipped with central locking.

The component is made up of four exchange relays used to drive the front doors, rear door and PLS (Sliding side doors).

The control unit is installed in the cab left-side panel, by making use of a special fastening bracket.

Figure 5.9Antenna

Body Computer Door management control unit

Control unitpower supply

GroundAUT. Pass. PLS DX Post.PLS SX

114189

WIRING DIAGRAM

Figure 5.10

114190 114191

CONNECTOR DETAIL DOOR MANAGEMENT CONTROL UNIT




Operation with 2-button key. Briefly press button 1 built into the key: the indicator lights will blink once to indicate that all thefront door locks have been locked. To unlock the door locks, press button 2, by pointing the key towards the vehicle all the time:the indicator lights will blink twice to indicate that all the front door locks have been unlocked.

- Central locking can be actuated only by means of the remote control.

- Opening or closing the doors by means of the key will not involve central locking actuation.

- If the vehicle is equipped with central locking with electronic alarm, overall vehicle monitoring will be implemented, which willsignal whether the engine bonnet or any vehicle door is opened.

When the system is turned ON, the electronic alarm will be triggered when either the bonnet or any of the doors is opened. Amicroswitch placed on each of the vehicle doors as well as on the engine bonnet signals whether any of the same is opened.

Operation with 3-button key. Briefly press button 1 built into the key: the indicator lights will blink once to indicate that all the frontdoor locks have been locked. To unlock the front door locks, press button 2, by pointing the key towards the vehicle all the time:the indicator lights will blink twice to indicate that all the front door locks have been unlocked. To unlock the rear door locks, pressbutton 3, by pointing the key towards the vehicle all the time: the indicator lights will blink twice to indicate that all the rear andside door locks have been unlocked (PLS).

- Central locking can be actuated only by means of the remote control.

- Opening or closing the doors by means of the key will not involve central locking actuation.

- If the vehicle is equipped with central locking with electronic alarm, overall vehicle monitoring will be implemented, which willsignal whether the engine bonnet, the rear or side doors, or any vehicle door is opened.When the system is turned ON, the electronic alarm will be triggered when either the bonnet or the rear and side door(s) orany of the doors is opened. A microswitch placed on each of the vehicle doors as well as on the engine bonnet signals whetherany of the same is opened.

Figure 5.11

114192

!If the vehicle is built as a truck, the body computer is not designed to manage the rear doors.

To control the rear doors, the wiring shall be laid as illustrated in the diagram. Moreover, the vehicleshall be delivered to an IVECO workshop in order to have its operation enabled.



Electronic control units


5.3 Electronic control units

5.3.1 Precautions to be taken with the installed electronic control units

To avoid carrying out wrong operations that may somehow permanently damage or deteriorate the operation of the controlunits fitted to the vehicle, the following instructions should be observed.

- In case of actions to the taken on the chassis, which require electric arc welding, the following shall be done: disconnect the cablefrom the positive terminal of the battery and connect the same to the chassis ground; remove the connector form the controlunits; remove the control unit form the chassis (in case of welds made quite near the control unit); make the welds by usingdirect current; ground the welding machine as near the welding point as possible; do not lay the battery cables parallel to thevehicle’s electric cables.

- Do not remove and/or connect the connectors from the control units when the engine is running or the control units arepowered.

- Remove the electronic control units if temperatures higher than 80 °C are reached when carrying out special operations.

- Make sure, after carrying out any maintenance operation requiring battery disconnection, that the terminals are properlyconnected to the poles when the battery is connected again.

- Do not disconnect the battery when the engine is running.

- Do not use a battery charger to start the engine.

- Disconnect the battery from the vehicle’s on-board network if the battery needs charging.

- The batteries contain very harmful substances to the environment. To replace the batteries, it is recommended that you contactthe IVECO dealer service, which will dispose of used batteries in compliance with the law regulations and the environmentprotection standards.

- Wrong assembly of electric accessories may affect the occupant’s safety and also cause serious damage to the vehicle. In caseof doubt, contact IVECO.

- The fluid contained in the batteries is poisonous and corrosive. Avoid contact with the skin and eyes. The operations shall becarried out in a well-ventilated place, far from naked flames o possible spark sources (e.g. cigarettes) - Danger of explosion andfire!

- Any battery kept at a charge state of less than 50%will be damaged due to sulphating. It also affects the vehicle starting capabilityand suitability and is more liable to possible freezing (which, in such case, may occur as low as -10 °C).

- To avoid damaging the vehicle’s electric system, carefully follow the cable manufacturer’s instructions. (The cable section androute shall be adequate to the type of load and the positioning of the same on the vehicle.)

- Do NOT use a quick battery charger for emergency vehicle starting. Otherwise, the electronic systems - in particular, the controlunits that perform the lighting and power supplying functions - may be damaged.




Warnings

When installing devices such as the ones listed below (which may interact with the other electronic system originally fitted tothe vehicle, i.e. ABS, EDC, etc.), contact IVECO in order to optimize the applications:

- Retarders

- Auxiliary heaters

- Power take-offs

- Air conditioners

- Automatic gearboxes

- Speed limiters

- Anti-theft systems

- Mobile phone systems, etc.

- Compressors for refrigerating systems.

Note

As regards all the operations that may cause interactions with the basic system, it is recommended that diagnostic checks arecarried out, in order to verify correct execution of the system.

Please be reminded that IVECO reserve the right to have its own vehicle warranty forfeited in the event that operations notconsistent with the IVECO directives and instructions are carried out on the vehicle.

Refer to the specific workshop manuals for more information on the vehicle’s electric system.

The vehicles are equipped with sophisticated electric/electronic systems that manage the vehicle operation.

!Any operation carried out on the electric system (e.g. removing the cable harnesses, making additionalcircuits, replacing pieces of equipment, fuses, etc.) by following procedures not conforming to the IVECOdirectives and instructions or performed by unskilled operatorsmay cause serious damage to the vehicle’son-board systems (e.g. electronic control units, wiring, sensors), thus affecting driving safety. Carrying outwrongoperations on the vehicle’s electric systemwill causemajor damage (e.g. short-circuits withpossiblefire and vehicle destruction) that is not covered by the contractual warranty.

!Do NOT make any modification or connection to the CAN lines, which must not be tampered withfor any reason whatsoever. Any diagnostic and maintenance operations shall be carried out only byqualified operators and by making use of IVECO-certified equipment.




The battery shall always be disconnected prior to carrying out any operation on the vehicle’s electric system. To ensure correctbattery disconnection, the negative pole shall be removed first, then the CBA shall.

Use only fuses featuring the characteristics specified for the function at issue; never use oversized fuses; replacement shall be madeonly after the trouble is eliminated and both the keys and the auxiliary devices are turned OFF.

!NEVER USE FUSES WITH HIGHER CAPACITY THEN THE PRESCRIBED ONE.

Once the operations have been completed on the vehicle, resume (in the event that operations have been carried out on theelectric system) the original conditions of cables (routes, protections, clamps). The cables must not come into contact with metalsurfaces of the structure which may affect its intactness.

Any deviation from the assembling directives shall require written authorization from IVECO.Failure to comply with the above prescriptions will cause the warranty to become null and void.

NOTE




5.3.2 Repositioning ECUs

IVECO recommends to avoid modifications which entails moving ECUs. Follow the instructions below if repositioning ECUsis unavoidable:

- ECUs must be positioned on the chassis or in the cab and secured with a fastening similar to the original one (i.e. bracket). Toavoid malfunctions, the ECU in the chassis must not be turned (e.g. to avoid water ingress). Consequently, the original orientationmust be preserved.

- las centralitas no deben montarse en el contra bastidor;

- the cover must always be refitted;

- avoid subjecting ECUs to knocks from debris and stones from the road when travelling.

5.3.3 Disconnecting ECUs

!Operations which do not comply with the instructions specified by IVECO or made by non qualifiedpersonnel can cause severe damage to on-board systems, effect driving safety and correct operationof the vehicle and cause considerable damage which is not covered by warranty.

Follow the instructions below carefully before disconnecting an ECU:

- turn the ignition key to off, if it is inserted;

- switch off the additional heaters and wait for the end of the cooling down cycle (the warning light in the button will go out);

- turn on the map reading lights located in the middle of the header rail;

- open the TGC (master switch), where fitted, with the switch arranged in the cab. The map reading lights will go out when thecircuit breaker is open;

- isolate the battery by disconnecting the battery cables: disconnect the negative terminal first followed by the positive terminal;

- disconnect the ECU.

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